Post on 24-Sep-2020
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FBI Headquarters Consolidation U.S. General Services Administration 5-20 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-2: RFDS 1 AM and PM Forecasted Turning Movement Volumes (continued)
FBI Headquarters Consolidation U.S. General Services Administration 5-21 Transportation Impact Assessment J. Edgar Hoover Parcel
5.1.7.3 RFDS 1 Operations Analysis
Based on the Synchro™ signalized intersection analysis, the majority of the study intersections would operate at
acceptable conditions during the AM and PM peak hours in 2025. However, as in the No-action Alternative, the
intersection of 6th Street NW and Pennsylvania Avenue NW would operate at LOS E during the PM peak hour.
Under RFDS 1, the intersection of 12th Street NW and Constitution Avenue NW would also fail, operating at LOS
E during the PM peak hour. These are the only intersections within the study area that would operate under
unacceptable conditions (LOS E or LOS F) during a peak hour period in 2025. None of the study area
intersections would operate at LOS F during a peak hour.
The following approaches to intersections would operate at unacceptable conditions (LOS E or LOS F) during the
peak hour in 2025 under RFDS 1:
9th Street NW and G Street NW (Intersection #4)
o Eastbound G Street (overall) during the PM peak hour
9th Street NW and F Street NW (Intersection #6)
o Southbound 9th Street (overall) during the PM peak hour
9th Street NW and E Street NW (Intersection #10)
o Southbound 9th Street (overall) during the PM peak hour
8th Street NW and E Street NW (Intersection #11)
o Northbound 8th Street (overall) during the AM peak hour
7th Street NW and D Street NW (Intersection #15)
o Northbound 7th Street (overall) during the AM peak hour
13th Street NW and Pennsylvania Avenue NW (Intersection #17)
o Eastbound Pennsylvania Avenue (overall) during the AM peak hour
12th Street NW and Pennsylvania Avenue NW (Intersection #18)
o Northbound 12th Street (overall) during the AM peak hour
11th Street NW and Pennsylvania Avenue NW (Intersection #19)
o Eastbound Pennsylvania Avenue (left turns), westbound Pennsylvania Avenue (right turns) and
southbound 11th Street (overall) during the AM and PM peak hour
10th Street NW and Pennsylvania Avenue NW (Intersection #20)
o Northbound 10th Street (overall) during the AM and PM peak hour
o Southbound 10th Street (overall) during the PM peak hour
7th Street NW and Pennsylvania Avenue (Intersection #22)
o Eastbound Pennsylvania Avenue (overall) and northbound 7th Street (left turns) during the AM
peak hour
o Eastbound Pennsylvania Avenue (left turns) and northbound 7th Street (left turns) during the PM
peak hour
6th Street NW and Pennsylvania Avenue NW (Intersection #23)
o Eastbound Pennsylvania Avenue (left turns) during the AM peak hour
o Southbound 6th Street (overall) during the PM peak hour
Constitution Avenue (WB) NW and Pennsylvania Avenue NW (Intersection #24)
o Westbound Pennsylvania Avenue (left turns) during the PM peak hour
14th Street NW and Constitution Avenue NW (Intersection #27)
o Southbound 14th Street (overall) during the PM peak hour
12th Street NW and Constitution Avenue NW (Intersection #28)
o Northbound 12th Street (overall) during both the AM and PM peak hours
o Eastbound Constitution Avenue (left turns) during the AM peak hour
9th Street NW and Constitution Avenue NW (Intersection #30)
FBI Headquarters Consolidation U.S. General Services Administration 5-22 Transportation Impact Assessment J. Edgar Hoover Parcel
o Eastbound Constitution Avenue (overall) during the PM peak hour
6th Street NW and Constitution Avenue NW (Intersection #32)
o Eastbound Constitution Avenue (left turns) during the AM peak hour
Based on the Synchro™ unsignalized intersection analysis, all the unsignalized intersections in the study area
would operate at acceptable conditions during the morning and afternoon peak hours.
Complete Intersection Operations Analysis
This section summarizes the differences in LOS impacts between RFDS 1 and the No-action Alternative by
quantifying the change in intersection operation failures. Following the summary, this section also includes the
complete results of the operations analysis in figures and a table.
Based on the Synchro™ signalized intersection analysis, a total of 16 signalized intersections would experience
an unacceptable conditions for one or more turning movements. Compared to the No-Action Alternative, RFDS 1
would have one more intersection failing during the AM peak hour and no change in the number of intersections
failing during the PM peak hour. In the AM peak hour, compared to the No-action Alternative, there is one
intersection that passed overall but would now fail, 31 that would not change, and zero that were failing but would
now pass. In the PM peak hour, there are zero intersections that passed overall but would now fail, 32 that would
not change, and zero that were failing but would now pass.
The following table, table 5-18, provides a summary of the number of intersections that meet the following criteria
for the overall directional approach that would change between the No-action Alternative and RFDS 1:
Table 5-18: Intersection Operations Summary Comparing No-action Alternative and RFDS 1
Type of Change Between Conditions
AM PM
New Failing Approach 3 1
Additional Failing Approaches 0 0
No Change 29 31
Fewer Failing Approaches 0 0
No Failing Approaches 0 0
Total Signalized and Unsignalized Intersections
32 32
The average LOS for the various approaches to the intersections and the overall intersection LOS grades for
RFDS 1 are shown in figures 5-3 and 5-4 for the AM and PM peak hours, respectively. Table 5-19 shows the LOS
capacity analysis and the intersection projected delay comparison between the No-action Alternative and RFDS 1
during the AM and PM peak hours.
FBI Headquarters Consolidation U.S. General Services Administration 5-23 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-3: RFDS 1 Intersection LOS for AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-24 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-3: RFDS 1 Intersection LOS for AM Peak Hour (continued)
FBI Headquarters Consolidation U.S. General Services Administration 5-25 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-4: RFDS 1 Intersection LOS for PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-26 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-4: RFDS 1 Intersection LOS for PM Peak Hour (continued)
FBI Headquarters Consolidation U.S. General Services Administration 5-27 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
1 10th Street NW & H Street NW (Signalized)
EB (H Street) LTR 10.8 B 12.6 B 11.0 B 12.7 B
Eastbound (H Street) 10.8 B 12.6 B 11.0 B 12.7 B
WB (H Street) LTR 3.1 A 4.9 A 3.1 A 4.9 A
Westbound (H Street) 3.1 A 4.9 A 3.1 A 4.9 A
SB (10th Street) LTR 41.8 D 53.0 D 41.8 D 53.0 D
Southbound (10th Street) 41.8 D 53.0 D 41.8 D 53.0 D
Overall 12.8 B Pass 19.6 B Pass 12.9 B Pass 19.6 B Pass
2 9th Street NW & H Street NW (Signalized)
EB (H Street) TR 12.7 B 12.5 B 12.7 B 12.5 B
Eastbound (H Street) 12.7 B 12.5 B 12.7 B 12.5 B
WB (H Street) LT 19.8 B 16.3 B 19.8 B 16.3 B
Westbound (H Street) 19.8 B 16.3 B 19.8 B 16.3 B
SB (9th Street) LT 26.3 C 38.8 D 26.3 C 38.8 D
SB (9th Street) R 4.3 A 5.2 A 4.3 A 5.2 A
Southbound (9th Street) 23.9 C 36.2 D 23.9 C 36.2 D
Overall 20.3 C Pass 24.7 C Pass 20.3 C Pass 24.6 C Pass
3 10th Street NW & G Street NW (Signalized)
EB (G Street) TR 18.0 B 27.8 C 17.6 B 28.1 C
Eastbound (G Street) 18.0 B 27.8 C 17.6 B 28.1 C
WB (G Street) LT 10.5 B 24.2 C 10.5 B 24.4 C
Westbound (G Street) 10.5 B 24.2 C 10.5 B 24.4 C
SB (10th Street) LTR 14.5 B 10.2 B 15.5 B 10.4 B
Southbound (10th Street) 14.5 B 10.2 B 15.5 B 10.4 B
Overall 14.6 B Pass 18.2 B Pass 15.1 B Pass 18.4 B Pass
4 9th Street NW & G Street NW (Signalized)
EB (G Street) TR 13.7 B 72.5 E 14.1 B 72.7 E
Eastbound (G Street) 13.7 B 72.5 E 14.1 B 72.7 E
WB (G Street) L 43.0 D 45.0 D 43.0 D 45.0 D
WB (G Street) T 47.4 D 44.0 D 47.4 D 44.0 D
Westbound (G Street) 46.0 D 44.5 D 46.0 D 44.5 D
SB (9th Street) LT 10.0 A 44.3 D 9.9 A 44.3 D
SB (9th Street) R 0.6 A 1.5 A 0.6 A 1.5 A
Southbound (9th Street) 9.5 A 39.8 D 9.5 A 39.8 D
Overall 13.0 B Pass 45.7 D Pass 13.0 B Pass 45.7 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-28 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
5 10th Street NW & F Street NW (Signalized)
EB (F Street) TR 12.0 B 24.1 C 12.0 B 24.1 C
Eastbound (F Street) 12.0 B 24.1 C 12.0 B 24.1 C
WB (F Street) LT 9.1 A 21.0 C 9.1 A 21.0 C
Westbound (F Street) 9.1 A 21.0 C 9.1 A 21.0 C
SB (10th Street) LTR 14.9 B 11.0 B 15.6 B 11.1 B
Southbound (10th Street) 14.9 B 11.0 B 15.6 B 11.1 B
Overall 12.1 B Pass 17.4 B Pass 12.6 B Pass 17.3 B Pass
6 9th Street NW & F Street NW (Signalized)
EB (F Street) TR 13.4 B 14.2 B 13.4 B 14.2 B
Eastbound (F Street) 13.4 B 14.2 B 13.4 B 14.2 B
WB (F Street) LT 18.6 B 19.4 B 18.6 B 19.4 B
Westbound (F Street) 18.6 B 19.4 B 18.6 B 19.4 B
SB (9th Street) LTR 7.4 A 55.5 E 7.4 A 55.5 E
Southbound (9th Street) 7.4 A 55.5 E 7.4 A 55.5 E
Overall 9.8 A Pass 41.5 D Pass 9.8 A Pass 41.5 D Pass
7 12th Street NW & E Street NW (Signalized)
EB (E Street) L 19.2 B 16.0 B 19.2 B 16.0 B
EB (E Street) T 15.5 B 14.6 B 15.5 B 14.6 B
Eastbound (E Street) 17.1 B 15.0 B 17.1 B 15.0 B
WB (E Street) TR 21.9 C 13.5 B 22.0 C 13.4 B
Westbound (E Street) 21.9 C 13.5 B 22.0 C 13.4 B
NB (12th Street) LTR 22.4 C 31.9 C 23.3 C 32.4 C
Northbound (12th Street) 22.4 C 31.9 C 23.3 C 32.4 C
Overall 21.8 C Pass 26.3 C Pass 22.6 C Pass 26.8 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-29 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
8 11th Street NW & E Street NW (Signalized)
EB (E Street) L 10.4 B 21.4 C 10.1 B 22.6 C
EB (E Street) T 20.1 C 27.0 C 52.6 D 30.5 C
EB (E Street) R 9.6 A 20.7 C 9.3 A 22.0 C
Eastbound (E Street) 18.2 B 26.0 C 45.8 D 29.3 C
WB (E Street) L 6.3 A 16.2 B 7.4 A 16.2 B
WB (E Street) T 8.1 A 21.8 C 8.9 A 21.7 C
WB (E Street) R 3.6 A 14.7 B 4.3 A 14.6 B
Westbound (E Street) 6.8 A 19.5 B 7.6 A 19.4 B
NB (11th Street) LT 13.7 B 22.0 C 13.4 B 21.0 C
NB (11th Street) R 11.6 B 15.4 B 13.5 B 15.3 B
Northbound (11th Street) 13.2 B 20.5 C 13.4 B 19.7 B
SB (11th Street) LT 23.0 C 33.3 C 23.0 C 33.3 C
SB (11th Street) R 5.7 A 21.8 C 5.7 A 21.8 C
Southbound (11th Street) 19.6 B 31.5 C 19.6 B 31.5 C
Overall 14.7 B Pass 26.4 C Pass 22.9 C Pass 26.8 C Pass
9 10th Street NW & E Street NW (Signalized)
EB (E Street) T 11.4 B 5.3 A 10.4 B 5.0 A
EB (E Street) R 5.0 A 1.9 A 7.3 A 2.6 A
Eastbound (E Street) 8.5 A 4.4 A 8.7 A 4.1 A
WB (E Street) L 2.9 A 1.2 A 6.3 A 1.3 A
WB (E Street) T 3.1 A 1.5 A 5.3 A 1.4 A
Westbound (E Street) 3.0 A 1.4 A 5.6 A 1.4 A
SB (10th Street) LTR 19.0 B 48.4 D 18.8 B 49.4 D
Southbound (9th Street) 19.0 B 48.4 D 18.8 B 49.4 D
Overall 8.8 A Pass 24.8 C Pass 9.7 A Pass 24.4 C Pass
10 9th Street NW & E Street NW (Signalized)
EB (E Street) T 14.8 B 16.7 B 18.0 B 17.1 B
EB (E Street) R 8.6 A 14.0 B 11.2 B 14.4 B
Eastbound (E Street) 13.2 B 15.8 B 16.3 B 16.1 B
WB (E Street) L 18.8 B 22.8 C 17.7 B 22.5 C
WB (E Street) T 25.8 C 24.9 C 27.4 C 25.2 C
Westbound (E Street) 24.9 C 24.4 C 26.4 C 24.5 C
SB (9th Street) LTR 9.3 A 64.7 E 9.3 A 64.7 E
Southbound (9th Street) 9.3 A 64.7 E 9.3 A 64.7 E
Overall 13.0 B Pass 46.2 D Pass 14.4 B Pass 46.1 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-30 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
11 8th Street NW & E Street NW (Signalized)
EB (E Street) L 8.2 A 2.4 A 8.5 A 2.4 A
EB (E Street) T 10.7 B 3.2 A 11.1 B 3.2 A
EB (E Street) R 4.9 A 0.4 A 5.1 A 0.4 A
Eastbound (E Street) 9.2 A 2.9 A 9.5 A 2.9 A
WB (E Street) L 5.4 A 3.0 A 5.6 A 3.5 A
WB (E Street) T 6.2 A 3.4 A 7.1 A 4.0 A
WB (E Street) R 1.0 A 0.5 A 1.0 A 0.7 A
Westbound (E Street) 5.8 A 3.2 A 6.6 A 3.8 A
NB (8th Street) LTR 39.6 D 44.9 D 59.6 E 45.5 D
Northbound (8th Street) 39.6 D 44.9 D 59.6 E 45.5 D
SB (8th Street) LTR 28.7 C 42.6 D 29.3 C 42.8 D
Southbound (8th Street) 28.7 C 42.6 D 29.3 C 42.8 D
Overall 13.7 B Pass 13.5 B Pass 16.6 B Pass 13.7 B Pass
12 7th Street NW & E Street NW (Signalized)
EB (E Street) L 20.2 C 12.9 B 20.5 C 12.9 B
EB (E Street) T 23.6 C 17.2 B 23.8 C 17.2 B
EB (E Street) R 9.5 A 9.9 A 9.8 A 9.9 A
Eastbound (E Street) 21.8 C 14.8 B 22.0 C 14.8 B
WB (E Street) L 15.5 B 21.6 C 15.5 B 21.6 C
WB (E Street) T 21.3 C 26.2 C 21.3 C 26.2 C
WB (E Street) R 7.5 A 14.3 B 7.5 A 14.3 B
Westbound (E Street) 19.6 B 24.0 C 19.6 B 24.0 C
NB (7th Street) LT 20.1 C 18.0 B 20.4 C 18.3 B
NB (7th Street) R 10.1 B 13.5 B 10.3 B 13.7 B
Northbound (7th Street) 18.7 B 17.5 B 19.0 B 17.8 B
SB (7th Street) LTR 18.5 B 17.8 B 16.3 B 18.2 B
Southbound (7th Street) 18.5 B 17.8 B 16.3 B 18.2 B
Overall 19.4 B Pass 18.7 B Pass 19.1 B Pass 18.9 B Pass
13 9th Street NW & D Street NW (Signalized)
WB (D Street) L 20.3 C 26.0 C 20.3 C 26.0 C
Westbound (D Street) 20.3 C 26.0 C 20.3 C 26.0 C
SB (9th Street) LT 5.5 A 5.8 A 5.5 A 5.8 A
Southbound (9th Street) 5.5 A 5.8 A 5.5 A 5.8 A
Overall 7.7 A Pass 8.1 A Pass 7.7 A Pass 8.1 A Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-31 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
14 8th Street NW & D Street NW (AWSC)
EB (D Street) LT 7.8 - 8.0 - 7.8 - 8.0 -
Eastbound (D Street) 7.8 A 8.0 A 7.8 A 8.0 A
WB (D Street) TR 8.2 - 8.6 - 8.2 - 8.6 -
Westbound (D Street) 8.2 A 8.6 A 8.2 A 8.6 A
SB (8th Street) LR 8.3 - 8.2 - 8.3 - 8.2 -
Southbound (8th Street) 8.3 A 8.2 A 8.3 A 8.2 A
Overall 8.2 A Pass 8.4 A Pass 8.2 A Pass 8.4 A Pass
15 7th Street NW & D Street NW (Signalized)
EB (D Street) LTR 27.0 C 38.2 D 27.0 C 38.2 D
Eastbound (D Street) 27.0 C 38.2 D 27.0 C 38.2 D
WB (D Street) LTR 35.9 D 37.0 D 35.9 D 37.2 D
Westbound (D Street) 35.9 D 37.0 D 35.9 D 37.2 D
NB (7th Street) LTR 52.6 D 18.4 B 59.2 E 23.3 C
Northbound (7th Street) 52.6 D 18.4 B 59.2 E 23.3 C
SB (7th Street) LTR 1.5 A 4.7 A 2.3 A 4.7 A
Southbound (7th Street) 1.5 A 4.7 A 2.3 A 4.7 A
Overall 38.7 D Pass 18.2 B Pass 43.1 D Pass 20.4 C Pass
16 14th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 29.7 C 32.2 C 29.7 C 32.2 C
Eastbound (Pennsylvania Ave) 29.7 C 32.2 C 29.7 C 32.2 C
WB (Pennsylvania Ave) T 36.3 D 41.7 D 36.3 D 40.4 D
WB (Pennsylvania Ave) R 28.9 C 32.9 C 29.2 C 33.5 C
Westbound (Pennsylvania Ave) 34.4 C 39.7 D 34.4 C 38.7 D
NB (14th Street) L 25.9 C 54.9 D 25.9 C 55.0 D
NB (14th Street) TR 32.7 C 16.8 B 32.7 C 16.8 B
Northbound (14th Street) 32.5 C 18.8 B 32.5 C 18.8 B
SB (14th Street) LTR 12.1 B 14.6 B 12.1 B 14.6 B
Southbound (14th Street) 12.1 B 14.6 B 12.1 B 14.6 B
Overall 27.3 C Pass 21.3 C Pass 27.3 C Pass 21.2 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-32 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
17 13th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 59.1 E 35.7 D 59.1 E 35.8 D
EB (Pennsylvania Ave) T 52.3 D 34.3 C 52.3 D 34.4 C
Eastbound (Pennsylvania Ave) 55.2 E 34.8 C 55.2 E 34.8 C
WB (Pennsylvania Ave) T 22.7 C 9.8 A 22.6 C 11.7 B
WB (Pennsylvania Ave) R 23.6 C 10.1 B 23.5 C 12.0 B
Westbound (Pennsylvania Ave) 23.1 C 9.9 A 23.0 C 11.8 B
SB (13th Street) L 35.6 D 41.0 D 35.6 D 41.0 D
SB (13th Street) R 11.0 B 9.8 A 11.0 B 9.8 A
Southbound (13th Street) 31.2 C 33.6 C 31.2 C 33.6 C
Overall 35.4 D Pass 25.2 C Pass 35.3 D Pass 25.8 C Pass
18 12th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 39.3 D 26.6 C 39.3 D 26.6 C
Eastbound (Pennsylvania Ave) 39.3 D 26.6 C 39.3 D 26.6 C
WB (Pennsylvania Ave) T 11.3 B 5.2 A 11.5 B 5.0 A
WB (Pennsylvania Ave) R 24.9 C 9.4 A 25.4 C 10.6 B
Westbound (Pennsylvania Ave) 15.8 B 6.2 A 16.1 B 6.4 A
NB (12th Street) LTR 38.6 D 26.1 C 63.3 E 26.1 C
Northbound (12th Street) 38.6 D 26.1 C 63.3 E 26.1 C
Overall 32.9 C Pass 20.1 C Pass 47.5 D Pass 20.1 C Pass
19 11th Street NW/Hotel Entrance & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 112.6 F 134.7 F 112.3 F 135.6 F
EB (Pennsylvania Ave) TR 7.3 A 8.4 A 7.3 A 9.3 A
Eastbound (Pennsylvania Ave) 31.1 C 19.7 B 31.0 C 20.5 C
WB (Pennsylvania Ave) LT 6.4 A 13.3 B 6.6 A 15.9 B
WB (Pennsylvania Ave) R 69.9 E 104.1 F 79.2 E 110.9 F
Westbound (Pennsylvania Ave) 27.5 C 34.3 C 31.1 C 37.4 D
NB (Hotel Entrance) LTR 11.0 B 6.4 A 11.0 B 6.4 A
Northbound (Hotel Entrance) 11.0 B 6.4 A 11.0 B 6.4 A
SB (11th Street) L 93.3 F 137.9 F 93.4 F 137.3 F
SB (11th Street) TR 6.9 A 1.2 A 7.0 A 1.1 A
Southbound (11th Street) 66.0 E 103.8 F 66.1 E 103.3 F
Overall 32.8 C Pass 48.1 D Pass 34.7 C Pass 49.2 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-33 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
20 10th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 6.4 A 8.7 A 6.4 A 8.8 A
Eastbound (Pennsylvania Ave) 6.4 A 8.7 A 6.4 A 8.8 A
WB (Pennsylvania Ave) T 3.6 A 8.2 A 3.6 A 8.2 A
Westbound (Pennsylvania Ave) 3.6 A 8.2 A 3.6 A 8.2 A
NB (10th Street) L 126.2 F 50.5 D 132.6 F 152.2 F
NB (10th Street) R 24.3 C 4.6 A 24.4 C 4.6 A
Northbound (10th Street) 99.6 F 25.3 C 104.4 F 71.2 E
SB (10th Street) LT 34.2 C 41.6 D 34.2 C 91.7 F
SB (10th Street) R 7.5 A 16.9 B 7.3 A 21.5 C
Southbound (10th Street) 27.3 C 37.3 D 27.9 C 78.9 E
Overall 19.2 B Pass 16.1 B Pass 19.9 B Pass 31.1 C Pass
21 9th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 9.4 A 31.6 C 9.2 A 29.7 C
EB (Pennsylvania Ave) R 12.8 B 47.8 D 12.8 B 49.1 D
Eastbound (Pennsylvania Ave) 10.1 B 35.3 D 9.9 A 34.1 C
WB (Pennsylvania Ave) T 5.9 A 6.1 A 5.8 A 6.1 A
Westbound (Pennsylvania Ave) 5.9 A 6.1 A 5.8 A 6.1 A
NB (9th Street) R 31.7 C 10.4 B 31.7 C 10.4 B
Northbound (9th Street) 31.7 C 10.4 B 31.7 C 10.4 B
SB (9th Street) LTR 18.7 B 31.0 C 18.7 B 31.0 C
Southbound (9th Street) 18.7 B 31.0 C 18.7 B 31.0 C
Overall 12.5 B Pass 26.8 C Pass 12.4 B Pass 26.6 C Pass
22 7th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 158.3 F 121.0 F 181.7 F 240.9 F
EB (Pennsylvania Ave) TR 28.8 C 15.4 B 29.5 C 16.9 B
Eastbound (Pennsylvania Ave) 59.4 E 28.6 C 67.0 E 54.8 D
WB (Pennsylvania Ave) T 37.3 D 20.6 C 37.5 D 20.6 C
WB (Pennsylvania Ave) R 40.6 D 48.7 D 40.5 D 48.6 D
Westbound (Pennsylvania Ave) 37.8 D 27.1 C 37.9 D 27.1 C
NB (7th Street) L 79.3 E 66.5 E 79.3 E 66.5 E
NB (7th Street) TR 14.0 B 8.4 A 14.0 B 8.5 A
Northbound (7th Street) 29.6 C 17.3 B 29.6 C 17.4 B
SB (7th Street) TR 30.3 C 24.8 C 30.5 C 25.2 C
Southbound (7th Street) 30.3 C 24.8 C 30.5 C 25.2 C
Overall 41.8 D Pass 25.2 C Pass 44.4 D Pass 35.9 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-34 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
23 6th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 62.5 E 40.3 D 62.3 E 40.8 D
EB (Pennsylvania Ave) TR 24.4 C 50.2 D 24.4 C 50.3 D
Eastbound (Pennsylvania Ave) 28.6 C 49.7 D 28.5 C 49.8 D
WB (Pennsylvania Ave) T 4.3 A 35.4 D 4.4 A 35.4 D
WB (Pennsylvania Ave) R 7.8 A 39.4 D 7.9 A 39.4 D
Westbound (Pennsylvania Ave) 5.1 A 36.2 D 5.2 A 36.2 D
NB (6th Street) LTR 15.6 B 6.0 A 15.6 B 6.0 A
Northbound (6th Street) 15.6 B 6.0 A 15.6 B 6.0 A
SB (6th Street) LTR 31.3 C 100.2 F 31.3 C 100.2 F
Southbound (6th Street) 31.3 C 100.2 F 31.3 C 100.2 F
Overall 16.9 B Pass 57.4 E Fail 16.8 B Pass 57.4 E Fail
24 Constitution (WB) Avenue NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) T 2.5 A 31.8 C 2.5 A 31.9 C
EB (Pennsylvania Ave) R - - 23.0 C - - 24.5 C
Eastbound (Pennsylvania Ave) 2.5 A 31.8 C 2.5 A 31.9 C
WB (Pennsylvania Ave) L 21.9 C 60.3 E 21.9 C 60.6 E
WB (Pennsylvania Ave) T 32.3 C 6.5 A 32.4 C 6.5 A
Westbound (Pennsylvania Ave) 27.8 C 36.0 D 27.9 C 36.1 D
NB (Constitution Ave) R 16.6 B 44.7 D 16.7 B 44.8 D
Northbound (Constitution Ave) 16.6 B 44.7 D 16.7 B 44.8 D
Overall 20.2 C Pass 36.8 D Pass 20.3 C Pass 36.9 D Pass
25 4th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 7.9 A 15.0 B 7.9 A 15.0 B
Eastbound (Pennsylvania Ave) 7.9 A 15.0 B 7.9 A 15.0 B
WB (Pennsylvania Ave) T 7.1 A 7.9 A 7.2 A 7.9 A
Westbound (Pennsylvania Ave) 7.1 A 7.9 A 7.2 A 7.9 A
NB (4th Street) L 41.1 D 33.5 C 42.7 D 33.5 C
NB (4th Street) R 11.2 B 25.5 C 11.4 B 25.7 C
Northbound (4th Street) 32.6 C 30.7 C 33.8 C 30.8 C
Overall 10.6 B Pass 14.2 B Pass 10.8 B Pass 14.2 B Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-35 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
26 Constitution (EB) Avenue NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 6.9 A 16.7 B 6.9 A 17.1 B
EB (Pennsylvania Ave) T 42.0 D 20.9 C 42.0 D 20.8 C
Eastbound (Pennsylvania Ave) 13.4 B 17.8 B 13.4 B 18.0 B
WB (Pennsylvania Ave) T 22.5 C 23.2 C 22.5 C 23.2 C
Westbound (Pennsylvania Ave) 22.5 C 23.2 C 22.5 C 23.2 C
SB (Constitution Ave) R 22.7 C 19.1 B 23.0 C 19.2 B
Southbound (Constitution Ave) 22.7 C 19.1 B 23.0 C 19.2 B
Overall 18.6 B Pass 18.5 B Pass 18.8 B Pass 18.6 B Pass
27 14th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) TR 28.5 C 28.7 C 28.9 C 28.9 C
Eastbound (Constitution Ave) 28.5 C 28.7 C 28.9 C 28.9 C
WB (Constitution Ave) TR 32.1 C 19.6 B 32.2 C 20.0 C
Westbound (Constitution Ave) 32.1 C 19.6 B 32.2 C 20.0 C
NB (14th Street) TR 23.2 C 20.8 C 23.2 C 20.8 C
Northbound (14th Street) 23.2 C 20.8 C 23.2 C 20.8 C
SB (14th Street) TR 9.2 A 111.8 F 9.2 A 111.8 F
Southbound (14th Street) 9.2 A 111.8 F 9.2 A 111.8 F
Overall 24.4 C Pass 54.5 D Pass 24.6 C Pass 54.4 D Pass
28 12th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) L 53.9 D 18.6 B 83.7 F 23.6 C
EB (Constitution Ave) TR 4.1 A 12.4 B 4.0 A 12.3 B
Eastbound (Constitution Ave) 13.6 B 13.2 B 21.2 C 13.9 B
WB (Constitution Ave) LTR 40.0 D 17.7 B 40.2 D 19.1 B
Westbound (Constitution Ave) 40.0 D 17.7 B 40.2 D 19.1 B
NB (12th Street) LTR 91.6 F 68.7 E 99.4 F 72.6 E
Northbound (12th Street) 91.6 F 68.7 E 99.4 F 72.6 E
SB (12th Street) LT 13.9 B 29.8 C 13.9 B 29.9 C
SB (12th Street) R 8.4 A 11.6 B 8.4 A 11.6 B
Southbound (12th Street) 10.4 B 20.9 C 10.4 B 21.0 C
Overall 53.7 D Pass 31.7 C Pass 59.5 E Fail 33.6 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-36 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
29 10th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) LT 17.6 B 12.3 B 17.4 B 12.3 B
Eastbound (Constitution Ave) 17.6 B 12.3 B 17.4 B 12.3 B
WB (Constitution Ave) TR 8.5 A 44.1 D 8.5 A 44.2 D
Westbound (Constitution Ave) 8.5 A 44.1 D 8.5 A 44.2 D
SB (10th Street) L 31.4 C 17.6 B 32.4 C 17.2 B
SB (10th Street) R 15.3 B 4.2 A 16.5 B 4.1 A
Southbound (10th Street) 20.4 C 6.4 A 21.2 C 6.1 A
Overall 14.8 B Pass 24.7 C Pass 14.7 B Pass 24.4 C Pass
30 9th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) LTR 34.8 C 72.1 E 34.8 C 72.1 E
Eastbound (Constitution Ave) 34.8 C 72.1 E 34.8 C 72.1 E
WB (Constitution Ave) LTR 5.8 A 6.4 A 5.8 A 6.4 A
Westbound (Constitution Ave) 5.8 A 6.4 A 5.8 A 6.4 A
SB (9th Street) LT 40.7 D 26.4 C 40.9 D 28.4 C
SB (9th Street) R 17.6 B 9.0 A 17.5 B 9.0 A
Southbound (9th Street) 37.9 D 24.0 C 38.0 D 25.9 C
Overall 27.3 C Pass 32.8 C Pass 27.3 C Pass 33.6 C Pass
31 7th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) TR 17.6 B 26.9 C 17.6 B 26.9 C
Eastbound (Constitution Ave) 17.6 B 26.9 C 17.6 B 26.9 C
WB (Constitution Ave) LTR 15.8 B 12.5 B 15.8 B 12.5 B
Westbound (Constitution Ave) 15.8 B 12.5 B 15.8 B 12.5 B
NB (7th Street) L 23.2 C 20.7 C 23.2 C 20.7 C
NB (7th Street) TR 18.4 B 18.9 B 18.4 B 18.9 B
Northbound (7th Street) 19.3 B 19.1 B 19.3 B 19.1 B
SB (7th Street) TR 11.3 B 19.1 B 11.3 B 19.3 B
Southbound (7th Street) 11.3 B 19.1 B 11.3 B 19.3 B
Overall 17.1 B Pass 19.1 B Pass 17.1 B Pass 19.1 B Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-37 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-19: Comparison of No-action Alternative and RFDS 1 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
32 6th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) L 71.8 E 20.8 C 71.8 E 20.8 C
EB (Constitution Ave) LT 30.9 C 3.3 A 30.9 C 3.3 A
Eastbound (Constitution Ave) 41.3 D 7.5 A 41.3 D 7.5 A
WB (Constitution Ave) TR 53.9 D 7.2 A 53.9 D 7.2 A
Westbound (Constitution Ave) 53.9 D 7.2 A 53.9 D 7.2 A
SB (6th Street) L 17.8 B 12.8 B 17.9 B 12.8 B
SB (6th Street) R 0.2 A 1.5 A 0.2 A 1.6 A
Southbound (6th Street) 2.7 A 2.2 A 2.7 A 2.2 A
Overall 42.6 D Pass 6.1 A Pass 42.6 D Pass 6.1 A Pass
AWSC = All-Way STOP-Controlled intersection
LOS = Level of Service
LTR = left / through / right lanes
Delay is measured in Seconds Per Vehicle.
Red cells denote intersections or approaches operating at unacceptable conditions.
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 1
Lane
GroupIntersection and Approach
Notes:
EB = Eastbound, WB = Westbound, NB= Northbound, SB = Southbound
#AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-38 Transportation Impact Assessment J. Edgar Hoover Parcel
(This page intentionally left blank.)
FBI Headquarters Consolidation U.S. General Services Administration 5-39 Transportation Impact Assessment J. Edgar Hoover Parcel
5.1.7.4 RFDS 1 Queuing Analysis
Based on the Synchro™ queuing analysis, queue lengths exceeding the roadway storage capacity would occur at
the following signalized intersections:
10th Street NW and H Street NW (Intersection #1)
o Southbound 10th Street (all movements) during the PM peak hour
o Eastbound H Street (all movements) during the PM peak hour
9th Street NW and H Street NW (Intersection #2)
o Southbound 9th Street (left and through movements) during the PM peak hour
10th Street NW and G Street NW (Intersection #3)
o Eastbound G Street (through and right movements), westbound G Street (through and left
movements) and southbound 10th Street (all movements) during the PM peak hour
9th Street NW and G Street NW (Intersection #4)
o Eastbound G Street (through and right movements), westbound G Street (through movements)
and southbound 9th Street (right turns) during the PM peak hour
10th Street NW and F Street NW (Intersection #5)
o Eastbound F Street (through and right movements) and southbound 10th Street (all lane
movements) during the PM peak hour
9th Street NW and F Street NW (Intersection #6)
o Southbound 9th Street (all movements) during the PM peak hour
12th Street NW and E Street NW (Intersection #7)
o Westbound E Street (through and right movements) during the AM peak hour
11th Street NW and E Street NW (Intersection #8)
o Eastbound on E Street (right turns), westbound on E Street (right turns) and southbound on 11th
Street (all movements) during the AM peak hour
o Eastbound on E Street (right and through movements), westbound on E Street (right and through
movements) and southbound on 11th Street (all movements) during the PM peak hour
10th Street NW and E Street NW (Intersection #9)
o Eastbound E Street (right turns) during the AM and PM peak hours
o Southbound 10th Street (all movements) during the PM peak hour
9th Street NW and E Street NW (Intersection #10)
o Westbound E Street (through and left movements) and southbound 9th Street (all movements)
during the PM peak hour
o Westbound E Street (left and through movements) during the AM peak hour
8th Street NW and E Street NW (Intersection #11)
o Eastbound E Street (right turns) during AM peak hour and westbound E Street (right turns) during
the AM and PM peak hour
7th Street NW and E Street NW (Intersection #12)
o Eastbound E Street (right turns), northbound 7th Street (right turns) and westbound E Street (right
turns) during the AM peak hour
o Eastbound E Street (through and right movements), westbound E Street (left and right turns) and
northbound 7th Street (right turns) during the PM peak hour
7th Street NW and D Street NW (Intersection #15)
o Northbound 7th Street (all movements) during the AM and PM peak hour
14th Street NW and Pennsylvania Avenue NW (Intersection #16)
o Eastbound Pennsylvania Avenue (through and right movements), westbound Pennsylvania
Avenue (through movements) and northbound 14th Street (left turns) during the PM peak hour
FBI Headquarters Consolidation U.S. General Services Administration 5-40 Transportation Impact Assessment J. Edgar Hoover Parcel
13th Street NW and Pennsylvania Avenue NW (Intersection #17)
o Eastbound Pennsylvania Avenue (through movements) and southbound 13th Street (left and right
turns) during the AM and PM peak hour
12th Street NW and Pennsylvania Avenue NW (Intersection #18)
o Eastbound Pennsylvania Avenue (through and right movements) during AM and PM peak hour
o Westbound Pennsylvania Avenue (right turns) and northbound 12th Street (all movements)
during AM peak hour
11th Street NW and Pennsylvania Avenue NW (Intersection #19)
o Eastbound Pennsylvania Avenue (left turns), westbound Pennsylvania Avenue (all movements)
and southbound 11th Street (left turns) during AM and PM peak hour
10th Street NW and Pennsylvania Avenue NW (Intersection #20)
o Northbound 10th Street (left and right turns) and southbound 10th Street (right turns) during the
AM peak hour
o Northbound 10th Street (left turns) and southbound 10th Street (all movements) during the PM
peak hour
9th Street NW and Pennsylvania Avenue NW (Intersection #21)
o Eastbound Pennsylvania Avenue (right turns) and southbound 9th Street (all movements) during
the PM peak hour
7th Street NW and Pennsylvania Avenue NW (Intersection #22)
o Eastbound Pennsylvania Avenue (left turns), northbound 7th Street (left turns) and southbound
7th Street (through and right movements) during the AM peak hour
o Eastbound Pennsylvania Avenue (left turns), westbound Pennsylvania Avenue (right turns),
northbound 7th Street (left turns) and southbound 7th Street (through and right movements)
during the PM peak hour
6th Street NW and Pennsylvania Avenue NW (Intersection #23)
o Northbound and southbound 6th Street (all movements) during the PM peak hour
Constitution (WB) Avenue NW and Pennsylvania Avenue NW (Intersection #24)
o Eastbound Pennsylvania Avenue (through movements) and westbound Pennsylvania Avenue
(left turns) during the PM peak hour
4th Street NW and Pennsylvania Avenue NW (Intersection #25)
o Northbound 4th Street (left turns) during the AM peak hour
o Westbound Pennsylvania Avenue (through movements) during the PM peak hour
Constitution (EB) Avenue NW and Pennsylvania Avenue NW (Intersection #26)
o Southbound Constitution Ave (right turns) during the AM peak hour
o Eastbound Pennsylvania Avenue (left turns) during PM peak hour
14th Street NW and Constitution Avenue NW (Intersection #27)
o Eastbound Constitution Avenue (through and right movements) during the AM and PM peak hour
o Southbound 14th Street (through and right movements) during the PM peak hour
12th Street NW and Constitution Avenue NW (Intersection #28)
o Eastbound Constitution Avenue (all movements) and northbound 12th Street (all movements)
during the AM peak hour
o Eastbound Constitution Avenue (all movements), westbound Constitution Avenue (all
movements) and northbound 12th Street (all movements) during the PM peak hour
10th Street NW and Constitution Avenue NW (Intersection #29)
o Eastbound Constitution Avenue (left and through movements) during PM peak hour
9th Street NW and Constitution Avenue NW (Intersection #30)
o Eastbound Constitution Avenue (all movements) and southbound 9th Street (left and through
movements) during the PM peak hour
FBI Headquarters Consolidation U.S. General Services Administration 5-41 Transportation Impact Assessment J. Edgar Hoover Parcel
7th Street NW and Constitution Avenue NW (Intersection #31)
o Northbound 7th Street (left turns) during the AM peak hour
6th Street NW and Constitution Avenue NW (Intersection #32)
o Eastbound Constitution Avenue (left turns) and westbound Constitution Avenue (through and
right movements) during the AM peak hour
The remaining intersections in the study area would have acceptable queue lengths.
An unsignalized intersection queuing analysis was calculated using Synchro™. Based on the results, the queue
lengths for all unsignalized intersections in the study area would be acceptable.
Complete Intersection Queuing Analysis
This section summarizes the differences in queuing impacts between RFDS 1 and the No-action Alternative by
quantifying the change in intersection queuing failures. Following the summary, this section also includes the
complete results of the queuing analysis.
Based on the Synchro™ queuing analysis, 30 signalized intersections would experience queuing lengths that
would exceed the available storage capacity. The remaining intersections in the study area would provide
sufficient storage for the anticipated demand. Compared to the No-action Alternative, RFDS 1 would have failing
queues for four less intersections during the AM peak hour and one less intersection during the PM peak hour. In
the AM peak hour in the No-action Alternative, there would be 22 intersections with a failing queue approach
compared with 18 in RFDS 1, a decrease of 4. In the PM peak hour in the No-action Alternative, there would be
28 intersections with a failing queue approach compared with 27 in RFDS 1, a decrease of 1.
Table 5-20, provides a summary of the number of intersections that meet the following criteria for approach lane
group in a queue:
Table 5-20: Queuing Summary Comparing No-action Alternative and RFDS 1
Type of Change Between Conditions
AM PM
New Failing Movement 0 1
Additional Failing Movement 5 4
No Change 23 23
Fewer Failing Movements 0 2
No Failing Movements 4 2
Total Signalized and Unsignalized Intersections
32 32
The comparison between the No-action Alternative and RFDS 1 queuing analysis for both signalized and
unsignalized intersections are presented in table 5-21. Note that the percentile values are expressed in feet, and
a car occupies about 25 linear feet of roadway, including the space between cars.
FBI Headquarters Consolidation U.S. General Services Administration 5-42 Transportation Impact Assessment J. Edgar Hoover Parcel
(This page intentionally left blank.)
FBI Headquarters Consolidation U.S. General Services Administration 5-43 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
1 10th Street NW & H Street NW
EB (H Street) LTR 264 80 106 130 108 138 214 84 111 175 109 139 #305
WB (H Street) LTR 504 12 19 90 16 30 141 12 19 110 16 30 292
SB (10th Street) LTR 534 149 237 474 227 #346 #690 149 237 419 227 #346 #699
2 9th Street NW & H Street NW
EB (H Street) TR 504 31 44 99 78 m92 180 31 44 92 78 m92 202
WB (H Street) LT 570 81 109 152 41 59 125 81 109 159 41 59 113
SB (9th Street) LT 333 237 304 305 346 #450 #377 237 304 315 346 #450 #410
SB (9th Street) R 333 0 33 70 0 32 #370 0 33 58 0 32 224
3 10th Street NW & G Street NW
EB (G Street) TR 283 57 104 149 153 218 #374 61 111 153 156 221 #379
WB (G Street) LT 522 31 52 105 86 227 #683 31 52 78 86 227 #693
SB (10th Street) LTR 459 49 74 86 63 m81 #605 57 85 85 64 m83 #616
4 9th Street NW & G Street NW
EB (G Street) TR 522 5 19 88 105 #273 319 5 20 64 104 #274 100
WB (G Street) L 244 23 54 66 56 103 83 23 54 93 56 103 84
WB (G Street) T 244 49 94 113 54 100 #317 49 94 138 54 100 #335
SB (9th Street) LT 409 74 88 121 64 m76 399 74 88 188 64 m76 404
SB (9th Street) R 409 0 m0 2 0 m0 #532 0 m0 2 0 m0 #529
5 10th Street NW & F Street NW
EB (F Street) TR 273 40 55 104 122 160 #277 40 55 107 122 160 #375
WB (F Street) LT 537 24 m35 72 40 m72 180 24 m35 77 40 m72 173
SB (10th Street) LTR 293 65 83 73 92 118 #397 81 102 98 94 121 #390
6 9th Street NW & F Street NW
EB (F Street) TR 537 27 38 67 118 167 111 27 38 63 118 167 166
WB (F Street) LT 505 44 68 72 50 78 122 44 68 94 50 78 114
SB (9th Street) LTR 281 30 36 123 440 m510 #329 30 36 227 440 m510 #325
7 12th Street NW & E Street NW
EB (E Street) L 150 35 74 100 15 37 69 35 74 98 15 37 83
EB (E Street) T 356 47 82 81 36 66 106 47 82 99 36 66 100
WB (E Street) TR 181 195 269 #198 97 141 #189 201 276 #194 97 140 160
NB (12th Street) LTR 285 172 m171 222 179 220 190 179 m172 230 190 228 207
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-44 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
8 11th Street NW & E Street NW
EB (E Street) L 181 15 m22 61 10 m21 36 15 m21 44 11 m22 44
EB (E Street) T 181 143 m199 128 141 198 159 211 m279 171 170 233 #200
EB (E Street) R 50 12 m19 #60 12 m24 #58 13 m18 #61 12 m24 #61
WB (E Street) L 110 4 11 88 13 m31 88 4 13 85 13 m31 72
WB (E Street) T 215 42 69 157 132 m223 #268 47 83 161 133 m223 #219
WB (E Street) R 50 8 21 #90 42 m87 #97 9 28 #76 42 m88 #95
NB (11th Street) LT 346 87 m87 80 89 m89 122 86 m84 87 88 m88 71
NB (11th Street) R 346 35 m36 76 29 m32 82 52 m50 84 32 m34 84
SB (11th Street) LT 321 80 114 #421 242 327 #401 80 114 #427 242 327 #409
SB (11th Street) R 100 0 27 83 49 112 #139 0 27 #123 49 112 #155
9 10th Street NW & E Street NW
EB (E Street) T 215 80 104 122 49 m50 213 69 99 162 47 m46 202
EB (E Street) R 25 17 39 #58 10 m11 #59 44 85 #59 17 m17 #60
WB (E Street) L 110 5 m9 57 2 m3 74 14 m30 86 2 m4 106
WB (E Street) T 506 23 m34 105 9 m11 164 31 m56 77 9 m11 231
SB (10th Street) LTR 370 33 47 72 232 #276 #457 40 53 73 237 #290 #406
10 9th Street NW & E Street NW
EB (E Street) T 506 50 91 111 111 m151 157 65 99 96 115 m156 120
EB (E Street) R 100 5 17 83 43 m74 85 5 24 58 45 m78 100
WB (E Street) L 75 19 m43 #105 43 102 #112 18 m40 #87 42 102 #111
WB (E Street) T 225 154 216 214 147 269 #237 179 240 #262 150 283 #249
SB (9th Street) LTR 310 55 82 207 ~586 #688 #354 55 82 209 ~585 #688 #391
11 8th Street NW & E Street NW
EB (E Street) L 75 11 m22 55 2 m5 41 12 m23 46 2 m5 43
EB (E Street) T 225 91 m139 162 23 m32 70 93 m142 148 23 m32 87
EB (E Street) R 50 11 m37 #70 0 m0 14 13 m37 #84 0 m0 26
WB (E Street) L 85 12 20 57 3 m6 39 14 24 67 4 m8 44
WB (E Street) T 223 53 66 107 27 39 70 82 103 128 35 50 73
WB (E Street) R 25 0 m2 #38 0 m0 #52 1 m2 #39 0 m1 #46
NB (8th Street) LTR 392 78 110 144 74 146 156 78 110 163 74 146 171
SB (8th Street) LTR 302 27 51 56 59 119 174 27 51 46 59 119 154
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-45 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
12 7th Street NW & E Street NW
EB (E Street) L 85 9 m30 82 7 m21 77 10 m30 35 7 m21 56
EB (E Street) T 223 109 182 197 128 203 193 111 182 164 128 202 #239
EB (E Street) R 25 1 m17 #60 10 m40 #64 2 m19 #58 10 m40 #62
WB (E Street) L 100 6 19 31 24 54 94 6 19 56 24 54 #133
WB (E Street) T 533 165 248 245 206 304 327 165 248 262 206 304 360
WB (E Street) R 75 4 24 70 19 53 #105 4 24 #81 19 53 #111
NB (7th Street) LT 402 97 m117 160 103 156 173 100 m119 171 112 177 184
NB (7th Street) R 75 11 m15 #94 11 m30 #101 11 m15 #101 11 m29 #102
SB (7th Street) LTR 314 53 83 107 95 133 149 57 92 177 101 141 172
13 9th Street NW & D Street NW
WB (D Street) L 224 75 71 89 107 170 166 75 71 108 107 170 163
SB (9th Street) LT 396 32 55 132 76 m76 179 32 55 97 75 m77 128
14 8th Street NW & D Street NW (AWSC)
EB (D Street) LT 224 - - 50 - - 59 - - 54 - - 52
WB (D Street) TR 229 - - 60 - - 67 - - 62 - - 90
SB (8th Street) LR 392 - - 52 - - 56 - - 56 - - 47
15 7th Street NW & D Street NW
EB (D Street) LTR 229 40 71 91 91 165 188 40 71 87 91 165 170
WB (D Street) LTR 521 76 140 183 102 175 169 76 140 190 102 176 216
NB (7th Street) LTR 295 513 m#696 #303 184 m520 255 536 m#695 #321 439 m525 #310
SB (7th Street) LTR 402 4 11 52 27 56 103 8 14 42 27 56 108
16 14th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 430 116 150 188 96 138 #579 116 150 187 96 138 #553
WB (Pennsylvania Ave) T 157 84 114 #169 125 152 #192 84 114 153 117 153 #209
WB (Pennsylvania Ave) R 248 39 83 79 54 89 109 42 86 73 57 103 80
NB (14th Street) L 1,131 23 m35 78 25 m#71 118 23 m35 84 25 m#71 103
NB (14th Street) TR 1,131 328 382 399 124 173 245 328 382 420 124 173 284
SB (14th Street) LTR 624 92 118 196 234 280 329 92 118 184 234 280 297
17 13th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 257 143 217 233 91 153 153 143 217 197 92 153 117
EB (Pennsylvania Ave) T 257 103 148 #372 100 141 #287 103 148 #354 101 141 #359
WB (Pennsylvania Ave) T 386 79 m89 137 31 68 149 78 m88 106 39 76 144
WB (Pennsylvania Ave) R 386 71 m83 126 14 m35 80 70 m82 112 17 m39 86
SB (13th Street) L 637 81 119 #658 155 211 #740 81 119 #711 155 211 #751
SB (13th Street) R 637 0 33 519 0 55 #915 0 33 #715 0 55 #922
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-46 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
18 12th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) T 338 113 145 179 163 198 184 113 145 160 163 198 153
EB (Pennsylvania Ave) TR 150 113 145 #199 163 198 #201 113 145 #195 163 198 #198
WB (Pennsylvania Ave) T 168 36 51 62 30 35 41 36 50 56 30 m35 39
WB (Pennsylvania Ave) R 168 57 197 #185 26 m32 83 59 201 #190 28 m34 124
NB (12th Street) LTR 922 ~274 m206 #1092 285 m284 287 ~526 m213 514 294 m292 369
19 11th Street NW/Hotel Entrance & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 168 109 m#196 #181 49 m#128 104 109 m#194 #200 49 m#126 95
EB (Pennsylvania Ave) TR 168 38 m47 47 29 36 133 38 m46 55 29 36 110
WB (Pennsylvania Ave) LT 192 28 m57 #240 38 46 #269 29 m60 #226 43 m53 #278
WB (Pennsylvania Ave) R 192 ~194 m#449 #206 ~158 #288 #212 ~214 m#467 #209 ~168 m#292 #218
NB (Hotel Entrance) LTR 276 9 56 94 12 40 74 9 56 86 12 40 73
SB (11th Street) L 346 ~162 #315 #371 ~435 #579 #418 ~163 #314 #365 ~435 #578 #412
SB (11th Street) TR 346 23 48 284 0 m0 114 23 48 264 0 m0 94
20 10th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 192 20 m10 72 75 m75 74 20 m10 80 77 m77 83
WB (Pennsylvania Ave) T 467 61 72 393 56 m75 412 61 72 454 56 m76 364
NB (10th Street) L 695 ~177 m#308 #859 10 m#66 130 ~181 m#312 #854 ~13 m#90 113
NB (10th Street) R 695 26 m58 #904 0 9 91 26 m58 #905 0 9 75
SB (10th Street) LT 469 32 61 170 194 m#238 #552 43 72 206 ~270 m#364 #573
SB (10th Street) R 25 0 16 #75 47 m65 #68 1 m20 #69 56 m87 #67
21 9th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 467 48 80 113 230 272 312 48 79 104 232 m258 332
EB (Pennsylvania Ave) R 467 37 82 51 202 m#361 305 38 86 63 203 m#360 381
WB (Pennsylvania Ave) T 496 48 m56 331 32 45 192 48 m56 368 32 47 83
NB (9th Street) R - 56 114 - 26 m41 - 56 114 - 26 m41 -
SB (9th Street) LTR 235 184 242 #252 276 #451 #280 184 242 219 276 #451 #247
22 7th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 496 ~157 #303 #507 0 m#198 117 ~177 #326 271 ~170 m#299 410
EB (Pennsylvania Ave) TR 496 107 134 229 117 m150 398 108 136 228 126 m149 230
WB (Pennsylvania Ave) T 461 180 223 202 124 m154 102 184 227 222 125 m154 114
WB (Pennsylvania Ave) R 461 80 138 116 103 m#171 137 80 139 93 103 m#172 104
NB (7th Street) L 290 96 #235 277 57 m#140 129 96 #235 184 57 m#140 112
NB (7th Street) TR 290 64 81 127 29 37 118 64 81 168 29 37 135
SB (7th Street) TR 83 65 106 #113 87 105 #101 64 106 #109 87 110 #100
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-47 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
23 6th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 461 47 m76 59 12 m23 380 47 m76 80 12 m23 90
EB (Pennsylvania Ave) TR 461 131 162 148 190 233 #487 131 163 155 193 237 188
WB (Pennsylvania Ave) T 212 10 30 42 124 165 143 10 32 38 124 165 136
WB (Pennsylvania Ave) R 212 8 27 131 88 148 127 8 29 156 88 148 133
NB (6th Street) LTR 72 56 m56 66 18 23 69 56 m56 72 18 23 #86
SB (6th Street) LTR 549 85 128 326 ~338 #464 #674 85 128 196 ~338 #464 #582
24 Constitution (WB) Avenue NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) T 212 19 23 38 197 m220 #290 19 23 36 201 m224 #240
EB (Pennsylvania Ave) R 212 - - - 1 m1 15 - - - 1 m1 15
WB (Pennsylvania Ave) L 283 161 235 223 258 315 #345 160 237 195 258 315 #305
WB (Pennsylvania Ave) T 283 281 311 #328 40 52 91 286 314 260 40 52 103
NB (Constitution Ave) R 232 74 75 38 210 256 102 74 75 40 211 257 88
25 4th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 283 50 234 102 202 227 216 50 235 126 202 227 165
WB (Pennsylvania Ave) T 257 57 99 225 201 172 #326 58 103 210 203 172 #267
NB (4th Street) L 208 146 224 #219 130 195 #294 146 224 #258 130 195 190
NB (4th Street) R 208 15 54 121 53 98 155 16 55 91 53 99 111
26 Constitution (EB) Avenue NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 257 27 37 78 154 229 #285 27 37 76 158 234 #284
EB (Pennsylvania Ave) T 257 74 110 95 125 172 112 74 110 110 125 170 129
WB (Pennsylvania Ave) T 335 4 7 17 12 18 87 4 7 15 12 18 89
SB (Constitution Ave) R 219 314 393 #298 234 294 #293 320 399 #273 234 295 173
27 14th Street NW & Constitution Avenue NW
EB (Constitution Ave) T 28 210 249 #143 245 288 #177 220 259 #149 249 292 #159
EB (Constitution Ave) TR 329 210 249 437 245 288 #480 220 259 #546 249 292 #537
WB (Constitution Ave) TR 1,005 188 m211 204 333 m365 183 191 m213 197 341 m374 175
NB (14th Street) TR 553 296 341 409 180 214 362 296 341 480 180 214 500
SB (14th Street) TR 1,131 39 49 97 ~737 #833 938 39 49 101 ~737 #833 941
28 12th Street NW & Constitution Avenue NW
EB (Constitution Ave) L 1,005 90 m#223 #1011 61 m86 481 ~121 #298 #1352 71 m#138 449
EB (Constitution Ave) TR 1,005 33 39 #1051 265 321 #1155 32 37 #1371 266 322 #1272
WB (Constitution Ave) LTR 494 127 146 175 70 95 142 129 148 175 78 #106 176
NB (12th Street) LTR 534 ~548 #646 #634 ~336 #423 #643 ~565 #664 #599 ~346 #432 #648
SB (12th Street) LT 922 20 46 120 30 67 218 20 46 217 30 67 470
SB (12th Street) R 922 16 56 53 0 41 78 16 56 72 0 41 175
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-48 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-21: Comparison of No-action Alternative and RFDS 1 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
29 10th Street NW & Constitution Avenue NW
EB (Constitution Ave) LT 494 125 m135 #515 89 m83 #602 121 m130 452 90 m83 #657
WB (Constitution Ave) TR 457 63 79 290 238 273 230 63 79 210 238 273 249
SB (10th Street) L 695 41 62 157 36 m55 175 42 63 128 37 m48 94
SB (10th Street) R 695 47 60 89 18 m35 73 51 64 111 18 m31 88
30 9th Street NW & Constitution Avenue NW
EB (Constitution Ave) LTR 457 206 246 202 ~252 #325 #545 206 246 191 ~252 #186 #564
WB (Constitution Ave) LTR 480 47 53 127 31 39 133 47 53 89 31 39 130
SB (9th Street) LT 502 162 204 220 371 m#488 193 165 207 198 401 m#504 190
SB (9th Street) R 502 13 58 87 23 m29 122 13 57 101 22 m30 139
31 7th Street NW & Constitution Avenue NW
EB (Constitution Ave) TR 480 191 212 206 96 m89 474 191 212 201 96 m89 478
WB (Constitution Ave) LTR 473 161 197 203 106 149 433 161 197 203 106 149 413
NB (7th Street) L 125 80 131 #157 33 63 109 80 131 #163 33 63 96
NB (7th Street) TR 495 135 172 221 132 180 421 135 172 243 132 180 380
SB (7th Street) TR 290 7 34 75 70 100 142 7 35 94 70 100 145
32 6th Street NW & Constitution Avenue NW
EB (Constitution Ave) L 473 148 #329 243 169 m238 134 148 #329 218 169 m238 211
EB (Constitution Ave) LT 473 135 181 207 11 26 119 135 181 204 11 26 128
WB (Constitution Ave) TR 232 198 242 #249 79 72 #301 198 242 #242 79 72 198
SB (6th Street) L 72 17 m34 57 16 m16 24 17 m34 64 16 m16 27
SB (6th Street) R 72 0 0 30 0 m1 #100 0 0 16 0 m1 58
Red cells denote approaches and lane groups whose queuing length exceeds capacity.
LTR = left / through / right lanes
50th
Percentile
(feet)
AM Peak Hour
AWSC = All-Way STOP-Controlled intersection
PM Peak Hour AM Peak Hour
Notes:
m Volume for 95th percentile queue is metered by upstream signal. Due to upstream metering, the 95th percentile queue may be less than the 50th percentile queue.
# 95th percentile volume exceeds capacity, queue may be longer.
~ 50th percentile volume exceeds capacity, queue is theoretically infinite.
PM Peak Hour
50th
Percentile
(feet)
Turning
Bay/Link
Length
(feet)
EB = Eastbound, WB = Westbound, NB= Northbound, SB = Southbound
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 1
95th Percentile (feet) 95th Percentile (feet) 50th
Percentile
(feet)
FBI Headquarters Consolidation U.S. General Services Administration 5-49 Transportation Impact Assessment J. Edgar Hoover Parcel
5.1.7.5 Overall Level of Impact
Overall, the AM peak hour would experience isolated added delays at four intersections (7th and D Street NW,
8th and E Streets NW, 12th Street and Pennsylvania Avenue NW, and 12th Street and Constitution Avenue NW)
under the RFDS 1 when compared to the No-action Alternative. During the PM peak hour, two intersections would
have added delays (7th Street and Pennsylvania Avenue and 10th Street and Pennsylvania Avenue NW) when
compared to the No-action Alternative. Together, these conditions would result in indirect, long-term, adverse
traffic impacts for RFDS 1. Additionally, redevelopment of the parcel would cause short-term delays to local traffic
due to large amounts of construction truck traffic and the possible need to stage construction equipment or
materials in the roadway at certain times of the day. Therefore, construction for RFDS 1 would have indirect,
short-term, adverse construction impacts to the local traffic network.
FBI Headquarters Consolidation U.S. General Services Administration 5-50 Transportation Impact Assessment J. Edgar Hoover Parcel
5.2 RFDS 2
Under RFDS 2, the building on the JEH parcel would be demolished, and the parcel would be redeveloped. A
team of urban designers and architects collaborated with the EIS team to develop a scenario that would result in
the parcel being redeveloped at the highest market-reasonable density within the limitations of the development
controls. The redeveloped parcel would contain three structures, one residential building, and two commercial
buildings, and two 50-foot-wide streets would be introduced on the parcel to service the buildings and provide
pedestrian access. There would be a mix of commercial and residential uses with ground-floor retail space,
composed of a total of 750,000 GSF of residential development, 1.4 million GSA of office space, and 173,000 SF
of retail space for a total gross floor area of all buildings of 2.32 million GSF. Based on the proposed D-7 zoning,
there would be no minimum or maximum parking requirements; it is assumed that the exchange partner would
rely on market demand to determine the number of spaces to provide. The scenario assumes a similarly sized
garage as the one that currently exists, and would provide 800 spaces or 260,000 GSF of underground parking.
For this analysis, it is assumed that access to the parking garage would be along 10th Street NW.
5.2.1 RFDS 2 Trip Generation and Modal Split
Trip generation for RFDS 2 is predicated on the assumed proposed land uses for the parcel: office, residential
and retail. The method for quantifying the current FBI trips by peak hour are the same as described under RFDS
1 (Section 5.1.1). Trip generation for each type of potential development is derived from ITE’s Trip Generation
Manual (Ninth Edition [ITE 2012]). The selected development types (e.g., apartment and shopping center)
represent the higher end of potential development scenarios. For example, condominiums and boutique specialty
shops generate fewer trips than apartments and shopping centers. A total of 876 net person trips during the AM
peak hour and 1,777 net person trips during the PM peak hour would be generated. Table 5-22 shows RFDS 2
person trips generated.
Table 5-22: RFDS 2 Person Trips Generated
Land Use/
ITE Code
Independent Variable
Units AM In AM Out Total AM
PM In PM Out Total PM
Existing FBI employees (5,045) (1,361) (102) (1,463) (68) (1,289) (1,357)
Apartments/ ITE Code: 220
units 1,066 105 421 526 393 211 604
Shopping Center/ ITE Code: 820
SQ feet 172.96 135 83 218 424 441 865
General Office/ ITE Code: 710
SQ feet 1,416.35 1,404 191 1,595 283 1,382 1,665
Total Net Trips 283 593 876 1,032 745 1,777
Note: Numbers in parenthesis are negative numbers.
A mixed-use development, as proposed under RFDS 2, would result in “internal capture,” where some portion of
the trips would not leave the parcel (i.e., residential to retail use, residential to office use, or office to retail use).
The internal capture process is based on the procedures outlined in the ITE’s Trip Generation Handbook (Second
Edition [ITE 2004]) following updated internal capture rates published in NCHRP 684 (TRB 2011). The internal
capture process closely follows An ITE Proposed Recommended Practice Trip Generation Handbook (Third
Edition [ITE 2014]) recommended internal capture procedure. The study calculated the JEH parcel internal
FBI Headquarters Consolidation U.S. General Services Administration 5-51 Transportation Impact Assessment J. Edgar Hoover Parcel
capture rates through interaction between the proposed residential, retail, and office uses. Appendix B9 contains
the internal capture worksheets for the JEH Building.
The JEH Building is located in a dense, urban area with extensive access to many transit options as well as
bicycle and pedestrian options. Therefore, the study reduced the trip generation to reflect typical vehicle use in
such an urban setting. Based on discussions with DDOT through the scoping process, it was agreed for the future
office modal split to follow WMATA’s 2005 Development-Related Ridership Survey (WMATA 2006) and the
MWCOG 2025 Travel Demand Model (MWCOG, 2014c) mode split projections, as shown in table 5-23.
Table 5-23: RFDS 2 Mode Split Assumptions
Mode Share
FBI Future Office
Future Residential/Retail
Single Occupancy Vehicle
13.5% 17% 10%
Carpool 8.5% 11% 11%
Bicycle 2% 3% 8%
Walk 1% 2% 12%
Transit 75% 67% 59%
5.2.2 Pedestrian Network
Without a detailed analysis of its own, there is no reliable and reasonably simple way to predict the amount of
pedestrian trips from a given development site (DDOT 2014d). Therefore, given that the total development under
RFDS 2 is 2.32 million GSF and the current JEH building is 2.4 million GSF, it is assumed the number of
pedestrian trips would be similar due to similar overall sizes and the understanding that the scenario would add
retail development which typically has higher pedestrian trip generation rates in downtown environments. Given
the addition of several new land uses for RFDS 2 and an alternate site layout with additional site circulation
options, it is clear that the timing, direction, and circulation patterns of pedestrians on the parcel would change.
While many of the pedestrian trips would still occur on the perimeter of the block, the introduction of multiple
buildings on the parcel and pathways between buildings would introduce street level pedestrian trips, and possibly
elevated pedestrian trips via physical connections or walkways, to the interior of the parcel.
Based on a full redevelopment of the parcel, it is assumed that the exchange partner would upgrade the sidewalk
frontages on the JEH parcel to DDOT’s Downtown Streetscape Standards, including full ADA compliance at
intersection crossing points on the block, and other applicable requirements in the reuse of the parcel (District
Department of Public Works 2000). Given the current chasm or moat around the existing JEH building would no
longer be present, there would likely be direct at-grade access to the retail on the ground floor and updated and
improved pedestrian amenities, and the security guard booths and barricade planters in the public right-of-way
would be removed, the overall sidewalk conditions under RFDS 2 would provide substantial improvements for
pedestrians over the No-Action Alternative.
Although the proposed development is envisioned to produce a similar amount of pedestrian trips, different
pedestrian circulation patterns and an improved pedestrian streetscape would result from the development of
RFDS 2. The improvement is due primarily to the introduction of pathways between the buildings allowing for
pedestrian access, in addition to streetscape improvements and amenities that may be required. Therefore, under
RFDS 2 there would be indirect, long-term, beneficial impacts to pedestrians. Redevelopment of the parcel would
FBI Headquarters Consolidation U.S. General Services Administration 5-52 Transportation Impact Assessment J. Edgar Hoover Parcel
also cause indirect, short-term, adverse impacts to pedestrian circulation due to construction and/or construction
staging because sidewalks may temporarily be blocked or rerouted during construction.
5.2.3 Bicycle Network
There are no additional planned bicycle facilities directly adjacent to the JEH parcel in the MoveDC plan (DDOT
2014), and therefore, no bicycle facilities would be constructed along with the parcel redevelopment. It is
anticipated that a similar number or slight increase of people would travel to the parcel via bicycle given the
similar amount of development on the parcel compared to the No Action Alternative and other bicycle
improvements in the larger metropolitan area that are anticipated that may make bicycling more attractive to
additional users. Therefore, there would be no measurable indirect impacts to bicycle facilities or the bicycle
network in the study area under RFDS 2.
5.2.4 Public Transit
The following sections describe the Metrorail and Metrobus modes within the study area. The other transit modes,
commuter bus, shuttles, and slugging, were not analyzed as these modes do not have existing or future ridership
statistics, or comprehensive planning documents. It is anticipated that a similar number or slight increase of
people would commute to the parcel via commuter bus, shuttle, or slugging given the similar amount of
development on the parcel compared to the No-action Alternative.
5.2.4.1 Projected Transit Growth
The projected person trips are explained in the Trip Generation and Modal Split section (see Section 5.2.1).
Projected transit trips associated with the future development conditions were calculated for RFDS 2 and then
added to the 2025 No-action Alternative ridership totals for the Metrobus and Metrorail modes. The transit mode
was further split into Metrorail and Metrobus trips using average Metrobus/Metrorail mode splits from the 2005
WMATA Development Survey (WMATA 2006) and the MWCOG Round 8.3 Cooperative Forecasts (MWCOG
2014b). Table 5-24 summarizes these mode splits by land use.
Table 5-24: Mode Share by Land Use
Percent of Transit Mode
FBI Future Office
Future Residential
/ Retail
Metrorail 84% 84% 85%
Metrobus 16% 16% 15%
Source: DDOT Scoping Form (Appendix B1); MWCOG (2014c); WMATA (2006)
The total number of trips by peak period associated with RFDS 2 were determined using general office,
apartment, and shopping center trip generation rates from the ITE Trip Generation Manual (ITE 2012). To
calculate net trips for the scenario by peak period, existing trips to and from the parcel were subtracted from the
total trips calculated for the scenario. Table 5-25 summarizes the net transit trips for the scenario. Note that
values listed under the all modes title for the RFDS 2 Trips in table 5-25 represent person trips after all internal
capture trips (person trips that only travel between land uses within the JEH parcel) were removed; see section
5.2.7 for a description of the internal capture process. RFDS 2 trips in table 5-25 represent the number of net
trips. Overall, RFDS 2 would result in approximately 309 additional AM peak transit trips and 694 additional PM
peak transit trips (in and out columns combined).
FBI Headquarters Consolidation U.S. General Services Administration 5-53 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-25: RFDS 2 Net Transit Trips
Use Independent
Variable Time
Period
All Modes Transit Mode
IN OUT TOTAL Transit Mode Split
IN OUT TOTAL
Existing JEH Trips to Subtract
JEH 5,045
employees
AM Peak 1,361 102 1,463 75% 1,020 77 1,097
PM Peak 68 1,289 1,357 75% 51 967 1,018
RFDS 2 Trips
Residential 1,066 units
AM Peak 103 409 512 59% 61 241 302
PM Peak 262 161 145 59% 154 95 250
Retail 172,956
square feet
AM Peak 88 57 665 59% 52 33 85
PM Peak 348 317 665 59% 205 187 392
Office 1,416,348
square feet
AM Peak 1,372 148 1,520 67% 919 99 1,018
PM Peak 266 1,332 1,598 67% 178 892 1,070
Total AM Peak 1,563 614 2,177 - 1,032 374 1,406
PM Peak 875 1,810 2,686 - 538 1,175 1,712
Net Trips for RFDS 2 (RFDS 2 Trips Minus JEH Trips)
Total AM Peak 11 297 309
PM Peak 487 208 694
Note: Calculations may not appear correct due to rounding. Source: DDOT Scoping Form (Appendix B1); MWCOG (2014c); WMATA (2006)
5.2.4.2 Metrorail Analysis
To evaluate the impact under RFDS 2 to the Metrorail system within the study area, the net transit trips calculated
for the AM peak hour and PM peak hour in table 5-25 were disaggregated into Metrorail and Metrobus trips, using
the transit mode splits from table 5-24. Table 5-26 summarizes net Metrorail trips generated by RFDS 2.
FBI Headquarters Consolidation U.S. General Services Administration 5-54 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-26: RFDS 2 Net Metrorail Trips
Use Independent
Variable Time
Period
Transit Mode Metrorail Mode
IN OUT TOTAL Metrorail
Mode Split
IN OUT TOTAL
Existing JEH Trips to Subtract
JEH 5,045
employees
AM Peak 1,020 77 1,097 83.6% 853 64 917
PM Peak 51 967 1,018 83.6% 43 808 851
RFDS 2 Trips
Residential 1,066
units
AM Peak 61 241 302 84.7% 52 204 256
PM Peak 154 95 250 84.7% 131 81 211
Retail 172,956
square feet
AM Peak 52 33 85 84.7% 44 28 72
PM Peak 205 187 392 84.7% 174 158 332
Office 1,416,348
square feet
AM Peak 919 99 1,018 83.6% 768 83 851
PM Peak 178 892 1,070 83.6% 149 746 895
Total AM Peak 1,032 374 1,406 - 864 316 1,180
PM Peak 538 1,175 1,712 - 454 985 1,439
Net Trips for RFDS 2 (RFDS 2 Trips Minus JEH Trips)
Total AM Peak 11 252 262
PM Peak 411 177 588
Note: Calculations may not appear correct due to rounding. Source: DDOT Scoping Form (Appendix B1); MWCOG (2014c); WMATA (2006)
The net Metrorail trips associated with RFDS 2 were added to the projected 2025 No-action Alternative ridership
totals for each station entrance and line proportionally based on projected 2025 No-action ridership.
Metrorail Passenger Loads
Metrorail passenger loads by line within the study area were obtained from WMATA for the busiest segment of
each line within the study area using forecasted ridership during the AM and PM peak periods for RFDS 2. The
scenario trips were distributed to the busiest segment of each line within the study area according to each
segment’s proportion of ridership within the study area. No expansion of WMATA’s current fleet was assumed for
this analysis, in order to provide the most conservative estimate of potential capacity issues. The Momentum Plan
does call for all eight-car trains on all lines during peak periods by the year 2020, however this would require
significant upgrades to electrical systems and a significant expansion of WMATA’s current fleet of railcars
(WMATA 2014f).
WMATA has three thresholds for railcar occupancy: less than 100 passengers per car (acceptable), between 100
and 120 passengers per car (crowded), and greater than 120 passenger per car (extremely crowded). Capacity is
generally considered to be 120 passengers per car. Projected passenger loads by 2025 are all below 100
passengers per car, and therefore would be considered acceptable. Loads are highest on the Red Line between
Gallery Place and Metro Center during the PM peak period. Tables 5-27 and 5-28 summarize RFDS 2 passenger
loads per car during the AM peak and PM peak periods.
FBI Headquarters Consolidation U.S. General Services Administration 5-55 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-27: RFDS 2 AM Peak Period Projected Maximum Metrorail Passenger Loads by Line
Line Segment
2014 2025 No-action
Alternative 2025 RFDS 2
Passengers Train Cars
Load Passengers Load Passengers Load
Red Gallery Place to Metro
Center 9,125 136 67.1 11,651 85.7 11,754 86.4
Orange Smithsonian to Federal
Triangle 5,870 94 62.4 7,495 79.7 7,561 80.4
Green Mt. Vernon Square to
Gallery Place 3,542 68 52.1 4,522 66.5 4,562 67.1
Yellow L'Enfant Plaza to
Archives 3,058 78 39.2 3,904 50.1 3,939 50.5
Blue Smithsonian to Federal
Triangle 1,691 44 38.4 2,159 49.1 2,178 49.5
Source: WMATA (2014i); DDOT Scoping Form (Appendix B1)
Table 5-28: RFDS 2 PM Peak Period Projected Maximum Metrorail Passenger Loads by Line
Line Segment
2014 2025 No-action
Alternative 2025 RFDS 2
Passengers Train Cars
Load Passengers Load Passengers Load
Red Metro Center to Gallery Place
10,614 142 74.7 13,605 95.8 13,835 97.4
Blue Federal Triangle to
Smithsonian 2,448 42 58.3 3,138 74.7 3,191 76.0
Green Gallery Place to Mt
Vernon Square 4,034 70 57.6 5,171 73.9 5,258 75.1
Orange Metro Center to
McPherson Square 6,417 114 56.3 8,225 72.1 8,364 73.4
Yellow Archives to L'Enfant
Plaza 3,588 78 46.0 4,599 59.0 4,677 60.0
Source: WMATA (2014i); DDOT Scoping Form (Appendix B1)
Station Capacity Analysis
A capacity analysis was conducted for the vertical elements (escalators and stairs), faregate aisles, fare vending
machines, and platforms at Archives-Navy Memorial and Federal Triangle Stations, as well as the south and east
entrances to Metro Center and the east and west entrances at Gallery Place-Chinatown (the closest entrances to
the JEH parcel). The analysis used peak 15-minute periods of ridership (entries and exits) at each station
according to projected 2025 RFDS 2 ridership. This includes additional trip associated with planned development
projects, predicted regional transit growth, and the net trips calculated under RFDS 2 (distributed to each station
entrance proportionally based on existing ridership). To calculate 15-minute ridership from peak hour ridership,
AM and PM peak hour ridership totals were disaggregated using the average peak hour factor (PHF) in the study
area (0.282 during the AM peak hour, 0.68 during the PM peak hour). A PHF is the proportion of hourly ridership
that occurs during the peak 15-minute period of that hour.
FBI Headquarters Consolidation U.S. General Services Administration 5-56 Transportation Impact Assessment J. Edgar Hoover Parcel
Volume-to-capacity (v/c) ratios were calculated for the vertical elements and fare elements, and pedestrian LOS
was calculated for platform areas. Analysis for vertical elements and faregate aisles used projected ridership from
the peak exiting period at each station entrance, the time period when the highest concentration of passengers
would be using each element. Table 5-29 summarizes projected ridership during the peak existing period at each
station entrance under RFDS 2. Overall, there is not a significant change in ridership between No-action
Alternative and RFDS 2.
Table 5-29: RFDS 2 Weekday Peak 15-Minute Exiting Period Ridership
Station Time 2014
2025 No-action Alternative
2025 RFDS 2
Entries Exits Entries Exits Entries Exits
Archives 8:45 AM – 9:00 AM 25 524 46 670 59 671
Federal Triangle 8:45 AM – 9:00 AM 15 467 28 597 36 597
Gallery Place East 6:15 PM – 6:30 PM 212 355 266 445 273 502
Gallery Place West 8:45 AM – 9:00 AM 12 301 15 378 21 378
Metro Center East 8:45 AM – 9:00 AM 44 434 55 544 76 545
Metro Center South 8:45 AM – 9:00 AM 20 427 36 546 46 546
Source: WMATA (2014c); MWCOG (2015); DDOT Scoping Form (Appendix B1)
The platform area analysis and fare vending machine analysis used projected ridership from the peak entering
period at each station – the time period when the most passengers would likely use fare vending machines and
the highest number of passengers would be waiting on the platform. Table 5-30 summarizes projected ridership
during the peak entering period at each station platform under RFDS 2 (for peak entering period ridership by
station entrance, see Fare Vending Machine sections in Appendix B4). Overall, there is not a significant change in
ridership between No-action Alternative and RFDS 2.
Table 5-30: RFDS 2 Weekday Peak 15-Minute Entering Period Platform Ridership
Station Time 2014
2025 No-action Alternative
2025 RFDS 2
Entries Exits Entries Exits Entries Exits
Archives 5:00 PM – 5:15 PM 524 56 665 77 676 90
Federal Triangle 5:00 PM – 5:15 PM 501 38 635 55 646 62
Gallery Place Glenmont 5:00 PM – 5:15 PM 641 975 807 1,220 810 1,245
Gallery Place Shady Grove 5:00 PM – 5:15 PM 1,016 534 1,302 667 1,308 676
Gallery Place Green/Yellow 5:00 PM – 5:15 PM 1,629 1,128 2,051 1,436 2,055 1,451
Metro Center Glenmont 5:30 PM – 5:45 PM 1,171 548 1,472 680 1,477 691
Metro Center Shady Grove 5:30 PM – 5:45 PM 1,183 691 1,490 859 1,494 865
Metro Center Blue/Orange/Silver
5:30 PM – 5:45 PM 1,618 1,651 2,044 2,078 2,052 2,102
Source: WMATA (2014c); MWCOG (2015); DDOT Scoping Form (Appendix B1)
Overall, vertical elements and faregate aisles at each station are projected to operate below a v/c of 0.7, which is
considered capacity. Fare vending machines are projected to operate above capacity at Archives-Navy Memorial,
the east and west entrances to Gallery Place-Chinatown, and the east and south entrances to Metro Center.
FBI Headquarters Consolidation U.S. General Services Administration 5-57 Transportation Impact Assessment J. Edgar Hoover Parcel
Platform peak pedestrian LOS (based on the available spacing between passengers) on the busiest platform
sections are projected to be at the acceptable pedestrian LOS B at Archives-Navy Memorial and Federal Triangle.
The three platforms at Gallery Place-Chinatown and Metro Center are all projected to operate at a pedestrian
LOS C or D. At pedestrian LOS D, passengers would likely begin to spread out farther down the platform. Further
details on the station capacity analysis are found in Appendix B4.
Table 5-31 summarizes the results of RFDS 2 station capacity analysis, including the vertical elements, fare
elements, and platforms.
Table 5-31: RFDS 2 Metro Station Capacity Analysis Summary
Element Archives-
Navy Memorial
Federal Triangle
Gallery Place East
Gallery Place West
Metro Center East
Metro Center South
Street/ Mezzanine v/c
Entry Escalators 0.05 0.03 0.11 0.02 0.07 0.04
Exit Escalators 0.30 0.27 0.20 0.36 0.26 0.26
Stairs - - 0.15 - - -
Mezzanine/ Platform 1 a v/c
Entry Escalators 0.05 0.03 0.13 0.01 0.03 -
Exit Escalators 0.60 0.27 0.34 0.17 0.31 -
Stairs - - - - - -
Mezzanine/ Platform 2 a v/c
Entry Escalators - - 0.18 0.01 0.04 -
Exit Escalators - - 0.25 0.19 0.21 -
Stairs - - - - - -
Lower Platform/ Glenmont Platform v/c
Entry Escalators - - 0.34 - - 0.37
Exit Escalators - - 0.19 - - 0.55
Stairs - - 0.57 - - 0.15
Faregate Aisles 0.30 0.26 0.17 0.24 0.25 0.24
Fare Vending 0.87 0.60 1.22 1.51 0.83 1.13
Glenmont Platform Peak LOS - - D D
Shady Grove Platform Peak LOS - - D D
Green/Yellow Platform Peak LOS B - C -
Blue/Orange/Silver Platform Peak LOS
- B - C
Notes: v/c = volume to capacity ratio; LOS = level of service a For Gallery Place and Metro Center, Platform 1 = Glenmont, Platform 2 = Shady Grove Source: WMATA (2014c); MWCOG (2015); DDOT Scoping Form (Appendix B1)
NFPA 130 Emergency Evacuation Analysis
An emergency evacuation analysis was conducted to compare evacuation capacity of each station to standards
set by the NFPA 130 code (TRB 2013). NFPA 130 requires that station platforms be fully evacuated with 4
minutes and that all passengers reach a point of safety within 6 minutes. WMATA Metrorail stations, however, are
not required to meet these criteria. Details on the assumptions and calculations necessitated in NFPA 130 are
found in Appendix B5. A summary of the emergency evacuation analyses is included below, with further details of
each entrance analysis included in Appendix B5.
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The NFPA 130 analysis used the projected number of passengers waiting to board trains (entries and transfers)
from the peak entering period at each station. Table 5-32 summarizes growth in passengers waiting to board
trains during the peak entering period for each station platform. RFDS 2 forecasted passenger trips were added to
No-action passenger volumes proportionally based on current ridership patterns. The number of passengers
waiting was combined with the number of passengers on board trains to calculate the total number of passengers
who would need to evacuate each station. Table 5-33 summarizes platform evacuation times and total station
evacuation times (to a point of safety) in minutes for each station entrance in the study area. Appendix B5 has
further details on the emergency evacuation analysis for each station.
Table 5-32: RFDS 2 Weekday Peak 15-Minute Entering Period Waiting Passenger Growth
Station Platform Time
Passengers Waiting on Platform
2014 2025 No-
action Alternative
2025 RFDS 2
Archives-Navy Memorial
Green/Yellow 5:00 PM – 5:15 PM 524 665 676
Federal Triangle Blue/Orange/Silver 5:00 PM – 5:15 PM 501 635 646
Gallery Place-Chinatown East
Glenmont 5:00 PM – 5:15 PM 320 399 401
Shady Grove 5:00 PM – 5:15 PM 339 430 431
Green/Yellow 5:00 PM – 5:15 PM 794 990 992
Gallery Place-Chinatown West
Glenmont 5:00 PM – 5:15 PM 320 399 401
Shady Grove 5:00 PM – 5:15 PM 339 430 431
Metro Center East Glenmont 5:30 PM – 5:45 PM 390 485 487
Shady Grove 5:30 PM – 5:45 PM 394 491 493
Metro Center South Glenmont 5:30 PM – 5:45 PM 390 485 487
Blue/Orange/Silver 5:30 PM – 5:45 PM 807 1,009 1,013
Source: WMATA (2014c); MWCOG (2015); DDOT Scoping Form (Appendix B1)
Table 5-33: RFDS 2 NFPA 130 Evacuation Analysis Summary
Station/ Entrance
Platform Evacuation
Time
(minutes)
Total Station
Evacuation Time
(minutes)
Archives-Navy Memorial 32.9 36.2
Federal Triangle 14.4 18.1
Gallery Place-Chinatown East
30.0 33.7
Gallery Place-Chinatown West
8.6 12.2
Metro Center East 7.1 10.2
Metro Center South 3.3 16.5
Source: WMATA (2014c); TRB (2013)
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Archives-Navy Memorial Station
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the platform at Archives-
Navy Memorial Station could be evacuated in 32.9 minutes, and the entire station could be evacuated to a point
of safety within 36.2 minutes. The long evacuation time at this station is a function of the fact that there are only
two platform-to-mezzanine escalators.
Federal Triangle Station
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the platform at Federal
Triangle Station could be evacuated in 14.4 minutes, and the entire station could be evacuated to a point of safety
within 18.0 minutes.
Gallery Place-Chinatown East Entrance
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the Green/Yellow and
Red-Glenmont platforms at the Gallery Place-Chinatown east entrance could be evacuated in 30.0 minutes, and
the entire station entrance could be evacuated to a point of safety within 33.7 minutes. The long platform
evacuation time is a function of the fact that there are only two platform-to-mezzanine escalators per platform at
this station entrance.
Gallery Place-Chinatown West Entrance
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the two Red line platforms
at the Gallery Place-Chinatown west entrance could be evacuated in 8.6 minutes and the entire station entrance
could be evacuated to a point of safety within 12.2 minutes.
Metro Center East Entrance
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the Red line platforms at
the Metro Center east entrance could be evacuated in 7.1 minutes and the entire station entrance could be
evacuated to a point of safety within 10.2 minutes.
Metro Center South Entrance
Using the peak 15-minute ridership period and NFPA 130 assumptions and guidelines, the Blue/Orange/Silver
and Red line platforms at the Metro Center south entrance could be evacuated in 3.3 minutes and the entire
station could be evacuated to a point of safety within 16.5 minutes.
5.2.4.3 Metrobus Analysis
To evaluate the impact of RFDS 2 on the bus network within the study area, the net transit trips calculated for the
AM peak hour and PM peak hour were disaggregated into Metrorail and Metrobus trips, using the transit mode
splits from table 5-24. Table 5-34 summarizes net Metrobus trips generated by RFDS 2.
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Table 5-34: RFDS 2 Net Metrobus Trips
Use Independent
Variable Time
Period
Transit Mode Bus Mode
IN OUT TOTAL Bus
Mode Split
IN OUT TOTAL
Existing JEH Trips to Subtract
JEH 5,045
employees
AM Peak 1,020 77 1,097 16.4% 167 13 180
PM Peak 51 967 1,018 16.4% 8 159 167
RFDS 2 Trips
Residential 1,066
units
AM Peak 61 241 302 15.3% 9 37 46
PM Peak 154 95 250 15.3% 24 15 38
Retail 172,956
square feet
AM Peak 52 33 85 15.3% 8 5 13
PM Peak 205 187 392 15.3% 31 29 60
Office 1,416,348
square feet
AM Peak 919 99 1,018 16.4% 151 16 167
PM Peak 178 892 1,070 16.4% 29 146 176
Total AM Peak 1,032 374 1,406 - 168 58 226
PM Peak 538 1,175 1,712 - 84 190 274
Net Trips for RFDS 2 (RFDS 2 Trips Minus JEH Trips)
Total AM Peak 1 46 46
PM Peak 76 31 107
Note: Calculations may not appear correct due to rounding. Source: DDOT Scoping Form (Appendix B1); MWCOG (2014c); WMATA (2006)
The net Metrobus trips associated with RFDS 2 were added to the AM peak hour and PM peak hour bus volumes
calculated for the study area in the 2025 No-action Alternative. Both the AM peak hour and the PM peak hour
were analyzed due to the fact that the AM peak hour had the highest No-action Alternative bus volumes but the
PM peak hour had a higher number of additional RFDS 2 trips than the AM peak hour. The trips were distributed
proportionally to each route and direction within the study area based on 2025 No-action ridership levels.
Overall, the RFDS 2 bus volumes are projected to be approximately 5,340 passengers during the AM peak
period, and 5,085 passengers during the PM peak period. Both of these totals are well below projected capacity
(see table 5-35). AM peak period volumes would be lower than No-action volumes, since the current JEH parcel
generates more AM peak hour trips than the scenario.
Despite the fact that the total bus volume within the study area does not exceed the total bus capacity, several
individual routes will likely experience capacity issues during peak hours. Peak volumes per hour on Routes 11Y,
32, 36, 80, and G8 are all projected to be over capacity by 2025 within the study area. WMATA has completed
studies of the 30s Line (Routes 32 and 36), Route 80, and Route G8. Certain recommendations from these
studies have already been implemented, and are all intended to help alleviate overcrowding on these routes. It is
unclear whether all recommendations would be implemented by 2025. Further analysis would be required to
determine the extent to which the recommendations would impact capacity on these routes. Appendix B7 has
further details on the bus capacity analysis.
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Table 5-35: RFDS 2 Bus Capacity Analysis
2014 2025 No-action Alternative a 2025 RFDS 2
AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
Total Volume 4,315 3,952 5,383 4,978 5,340 5,085
Total Capacity
11,425 10,698 11,425 10,698 11,425 10,698
Volume to Capacity Ratio (v/c)
0.38 0.37 0.47 0.47 0.48 0.48
a Including trips from planned development projects. Source: WMATA (2014e); MWCOG (2015); DDOT Scoping Form (Appendix B1)
5.2.4.4 Public Transit Level of Impact
The increase in public transit trips from the future development conditions would have the following impacts on
transit:
Several Metrobus routes would continue to have capacity issues due to their capacity issues present in
the No-action Alternative, given no overall projected transit service increase or changes in Metrobus
service are assumed in the analysis. However, no new Metrobus capacity issues would be created as a
result of RFDS 2. The overall capacity of bus services in the study area would accommodate the
projected ridership.
Metrorail passenger loads through the study area are projected to be at acceptable levels.
Overall, Metrorail vertical elements and faregate aisles at each station are projected to operate below
capacity.
Metrorail fare vending machines are projected to operate above capacity at Archives-Navy Memorial, the
east and west entrances to Gallery Place-Chinatown, and the east and south entrances to Metro Center,
as they did under the No-action Alternative. No new Metrorail fare vending machines would operate
above capacity as a result of RFDS 2.
Metrorail platform peak pedestrian LOS (based on the available spacing between passengers) on the
busiest platform sections are projected to be at the acceptable pedestrian LOS B at Archives-Navy
Memorial and Federal Triangle. The Red line platforms at Gallery Place-Chinatown and Metro Center are
all projected to operate at a pedestrian LOS D, while the lower platforms are projected to operate at
pedestrian LOS C. This represents no change over the No-action Alternative.
Platform and station evacuation times would increase slightly over the No-action Alternative, and continue
to exceed NFPA 130 standards at all station entrances except the platform evacuation time at the south
entrance to Metro Center. WMATA Metrorail stations, however, are not required to meet NFPA 130
standards.
Therefore, although RFDS 2 would add trips to the transit network there would be no measurable long-term
impacts to transit as compared to the impacts under the No-action Alternative. The scenario would have no
measurable long-term indirect impacts on public transit. RFDS 2 would result in continued indirect, long-term,
major adverse impacts, as discussed under the No Action Alternative. There would be an incremental increase in
FBI Headquarters Consolidation U.S. General Services Administration 5-62 Transportation Impact Assessment J. Edgar Hoover Parcel
the magnitude of adverse impacts due to further impacts to bus lines and the inadequate functioning of fare
vending machines.
In addition, construction of RFDS 2 would cause indirect, short-term, adverse construction impacts to public
transit because some bus routes that use roadways adjacent to the JEH parcel may experience delays and
congestion if traffic lanes are reduced to allow staging area for construction. Additionally, bus stops may need to
be moved during the construction process, also causing adverse impacts.
5.2.5 Parking
It is unlikely redevelopment of the JEH parcel would continue to require security setbacks from the building that
restrict all on-street parking. Therefore, the addition of street parking on the JEH parcel would be left to the
discretion of DDOT and the exchange partner. It is assumed that at least one or more sides of the JEH parcel
would be opened to on-street time-restricted parking, with time limits established based on the parking restrictions
in the immediate area and the need of the traffic network to accommodate peak volumes.
The total number of off-street garage parking spaces on the parcel would be determined by the market at the time
of redevelopment. Under the assumptions of RFDS 2, a similar size garage as the one that currently exists would
be built providing approximately 800 parking spaces. Access to the parking garage is assumed to be on 10th
Street NW, similar to the No-action Alternative. Given that the amount of parking would be “determined by the
market,” and given the high availability of several mass transit options in the area and trends toward less
automobile use by city-dwellers, it is assumed that parking demand would stay similar to the No-action Alternative
but that the concentration of peak hour vehicular trips would be more balanced or dispersed due to the
introduction of additional uses that would have different inbound and outbound travel patterns and times.
However, it should be noted that the attractiveness of future proposed development and retail offerings would
result in increased demand for on-street parking at certain times of the day, such as evenings and nights; this
demand would be consistent with other downtown parking demands and could partially be accommodated by any
on-street parking that was added. It is assumed that vehicles of future residents that were not parked on the street
would be stored in off-street parking facilities in the area.
Under RFDS 2, there would likely be minor increases in the amount of on-street parking supply; because no
measurable changes in off-street parking or parking demand are anticipated, the scenario would have indirect,
long-term, beneficial impacts to parking. This would be due to the slight increase in public on-street parking.
Redevelopment of the parcel would cause indirect, short-term, adverse construction impacts to parking because
there would be limited onsite parking for those employees involved in redeveloping the parcel. Construction of the
building would take up the majority of the site, whether with staging, active construction, or buildings themselves,
leaving little room for employee parking on site.
5.2.6 Truck Access
Redevelopment of the parcel would open up the opportunity for truck access on the parcel to be moved. As
DDOT requires truck access and loading to be from an alley where feasible and the exact site design with interior
street access for the onsite buildings is unknown at this time, it is not possible to predict where truck access for
RFDS 2 would be located (District Department of Public Works 2000). The location and specific details of truck
access would need to be determined with DDOT through the redevelopment process. If more than one truck
access point was permitted with redevelopment, as would be the case if the exchange partner introduced an alley
to the parcel, there could be increased conflicts between trucks and pedestrians depending on the location of the
access points to the parcel. To serve the large amount of development and varied uses of RFDS 2, it is likely the
exchange partner would apply for more than one vehicular access point to the site. It should be noted that
according to the DDOT Design and Engineering Manual, when changes occur at a property due to
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redevelopment, “all existing driveways shall be restored with new curb and gutter, tree space, and sidewalk to
current DDOT standards” and that “any existing attached curb cut proposed for [a] new use shall be applied for as
a new curb cut and driveway” with DDOT (DDOT 2009c, p. 31-4).
With the assumption that truck access would continue to the parcel with minimal access points, but likely more
than one vehicular access location, there would be indirect, long-term, adverse impacts to truck access under
RFDS 2. This includes the potential diversion of pedestrian conflicts to a different sidewalk location.
Redevelopment of the parcel would cause indirect, short-term, adverse construction impacts to truck access
because there would be limited areas for site access and the loading areas may shift locations during
development of the parcel. Without understanding the needs of the future tenants, this study is unable to further
evaluate the impacts of truck access to the parcel. It is anticipated that a future developer will need to obtain new
permits and approvals related to truck access locations and possibly undertake additional truck access studies
following approved DDOT methods.
5.2.7 Traffic Analysis
The future projected traffic analysis is based on RFDS 2 removing the existing building and redeveloping the
parcel to the maximum extent possible. The next sections describe the process the study followed to project
future traffic volumes; modal split is covered within the trip generation section.
The projected person trips are explained in RFDS 2 Trip Generation and Modal Split section (see Section 5.2.1).
After establishing the proper trip rate, the internal capture procedures outlined in National Cooperative Highway
Research Program (NCHRP) 684 were followed to account for existing trips that would choose to walk between
nearby land uses rather than drive (TRB 2011). The NCHRP process relies on captures rates between specific
land uses. It should be noted that this procedure is endorsed as the preferred procedure for handling internal
capture by ITE’s Proposed Trip Generation Handbook, Third Edition (ITE 2014). Each of the three land uses
under RFDS 2 required this procedure to reflect the mixed use. Appendix B9 contains the NCHRP 684
worksheets.
After combining the trip generation, removing the internal capture trips and applying the modal split, the
forecasted vehicle trips were calculated. The vehicle trips were then separated into SOV and HOV. Since the
study area is located in a downtown setting, the HOV were assumed to be an average of five persons per vehicle.
This resulted in 150 net AM peak hour vehicle trips and 233 net PM peak hour vehicle trips. Table 5-36 contains
the vehicle trips generated under RFDS 2.
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Table 5-36: RFDS 2 Vehicle Trips Generated
LAND USE UNITS/SIZE/
MODE SHARE
AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
IN OUT TOTAL IN OUT TOTAL
Existing J Edgar Hoover Building FBI HQ (all modes) 2.1M SF -1,361 -102 -1,463 -68 -1,289 -1,357
SOV 13.5 percent -184 -14 -198 -9 -174 -183
HOV (5 persons per vehicle) 8.5 percent -23 -2 -25 -1 -22 -23
Total Vehicle Trips -207 -16 -222 -10 -196 -206
Apartments (ITE - 220) 1,066 units 105 421 526 393 211 604
Internal Capture Trips (following NCHRP 684 Tables) -2 -12 -14 -131 -50 -181
Net External Person Trips 103 409 512 262 161 423
SOV 10 percent 10 41 51 26 16 42
HOV (5 persons per vehicle) 11 percent 2 9 11 6 4 9
Total Vehicle Trips 13 50 62 32 20 52
Shopping Center (ITE - 820) 172,956 SF 135 83 218 424 441 865
Internal Capture Trips (following NCHRP 684 Tables) -47 -26 -73 -76 -124 -200
Net External Person Trips 88 57 145 348 317 665
SOV 10 percent 9 6 15 35 32 67
HOV (5 persons per vehicle) 11 percent 2 1 3 8 7 15
Total Vehicle Trips 11 7 18 42 39 81
General Office (ITE - 710) 1416348 SF 1,404 191 1,595 283 1,382 1,665
Internal Capture Trips (following NCHRP 684 Tables) -32 -43 -75 -17 -50 -67
Net External Person Trips 1,372 148 1,520 266 1,332 1,598
SOV 17 percent 233 25 258 45 226 272
HOV (5 persons per vehicle) 11 percent 30 3 33 6 29 35
Total Vehicle Trips 263 28 292 51 256 307
TOTAL VEHICLE TRIPS 80 70 150 115 118 233
Notes:
SF = Square Feet
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5.2.7.1 RFDS 2 Trip Distribution/Trip Assignment
Because the proposed uses for the JEH parcel produce a different distribution pattern than the existing FBI
employee trips, the new uses required a distribution pattern. Consistent with the method used for RFDS 1, current
FBI employee trips were removed from the roadways based on their home zip codes and using the most likely
route leaving the study area to reach that zip code.
The study used the MWCOG 2025 model (MWCOG 2014c) to establish distribution patterns for the new trips.
Different trip types – in this case residential, commercial and office – all have different distribution patterns. These
patterns also differ based on location. The JEH parcel is located in Zone 21 in the MWCOG model. This zone
does not currently include enough residential or commercial units to establish a reliable distribution pattern.
Therefore, the zone was only used for the new office trips. Zone 19, which is adjacent to Zone 21, does have a
good representation of residential units; therefore the residential distribution of trips used Zone 19 distribution.
Similarly, Zone 24, also adjacent to Zone 21, has a good representation of retail/ commercial trips, and was
therefore used to generate the trip distribution for retail/ commercial trips. Office, retail and restaurant trip
distributions are summarized in table 5-37. According to the MWCOG model, 5 percent of residential trips would
remain within the study area.
Table 5-37: RFDS 2 Vehicle Trip Distribution
Destination Road Office
(Percent)
Residential
(Percent)
Retail
(Percent)
East DC/MD Constitution Ave East 4.0% 6.0% 8.0%
North DC 14th Street North 5.0% 11.0% 4.0%
Northeast DC/MD 7th Street North 26.0% 28.0% 32.0%
Northwest DC H Street 7.0% 5.0% 11.0%
Northwest MD, Western VA Constitution Ave West 29.0% 20.0% 22.0%
South DC, Southeast MD,
Southwest VA 12th Street / 9th Street 29.0% 25.0% 23.0%
Study Area N/A 0.0% 5.0% 0.0%
TOTAL 100.0% 100.0% 100.0%
The subtraction of current FBI employee trips combined with the addition of office, residential, and retail trips
equals the net trip change between the No-action Alternative and RFDS 2. The total scenario net trip generation
AM and PM forecasted turning movement volumes are shown in figure 5-5.
5.2.7.2 Development of RFDS 2
The planned developments, background growth, and RFDS 2 net trips (existing FBI vehicle trips minus the new
trips generated by RFDS 2) were combined together to forecast conditions under RFDS 2. The total RFDS 2 net
trip change AM and PM forecasted turning movement volumes are shown in figure 5-6.
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Figure 5-5: RFDS 2 Net Trip Generation AM and PM Forecasted Turning Movement Volumes
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Figure 5-5: RFDS 2 Net Trip Generation AM and PM Forecasted Turning Movement Volumes (continued)
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Figure 5-6: RFDS 2 AM and PM Forecasted Turning Movement Volumes
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Figure 5-6: RFDS 2 AM and PM Forecasted Turning Movement Volumes (continued)
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5.2.7.3 RFDS 2 Operations Analysis
Based on the Synchro™ signalized intersection analysis, the majority of the study intersections would operate at
acceptable conditions during the AM and PM peak hours in 2025. However, as in the No-action Alternative, the
intersection of 6th Street NW and Pennsylvania Avenue NW would operate at LOS E during the PM peak hour.
This is the only intersection within the study area that would operate under unacceptable conditions (LOS E or
LOS F) during a peak hour period in 2025. None of the study area intersections would operate at LOS F during a
peak hour.
The following individual intersection lane groups or overall approaches would operate at unacceptable conditions
(LOS E or LOS F) during the morning or afternoon peak hour in 2025 under RFDS 2. The lane group within the
approach that would operate under unacceptable conditions is noted in parentheses; when “overall” is noted, the
overall approach movements would operate under unacceptable conditions.
9th Street NW and G Street NW (Intersection #4)
o Eastbound G Street (overall) during the PM peak hour
9th Street NW and F Street NW (Intersection #6)
o Southbound 9th Street (overall) during the PM peak hour
9th Street NW and E Street NW (Intersection #10)
o Southbound 9th Street (overall) during the PM peak hour
7th Street NW and D Street NW (Intersection #15)
Northbound 7th Street (overall) during the AM peak hour13th Street NW and Pennsylvania Avenue NW
(Intersection #17)
o Eastbound Pennsylvania Avenue (overall) during the AM peak hour
11th Street NW and Pennsylvania Avenue NW (Intersection #19)
o Eastbound Pennsylvania Avenue (left turns) and westbound Pennsylvania Avenue (right turns)
during the AM and PM peak hour
o Southbound 11th Street (overall) during the AM and PM peak hour
10th Street NW and Pennsylvania Avenue NW (Intersection #20)
o Northbound 10th Street (overall) during the AM peak hour
o Northbound 10th Street (left turns) and southbound 10th Street (overall) during the PM peak hour
7th Street NW and Pennsylvania Avenue (Intersection #22)
o Eastbound Pennsylvania Avenue (overall) and northbound 7th Street (left turns) during the AM
peak hour
o Eastbound Pennsylvania Avenue (left turns) and northbound 7th Street (left turns) during the PM
peak hour
6th Street NW and Pennsylvania Avenue NW (Intersection #23)
o Eastbound Pennsylvania Avenue (left turns) during the AM peak hour
o Southbound 6th Street (overall) during the PM peak hour
Constitution Avenue (WB) NW and Pennsylvania Avenue NW (Intersection #24)
o Westbound Pennsylvania Avenue (left turns) during the PM peak hour
14th Street NW and Constitution Avenue NW (Intersection #27)
o Southbound 14th Street (overall) during the PM peak hour
12th Street NW and Constitution Avenue NW (Intersection #28)
o Northbound 12th Street (overall) during both the AM and PM peak hours
o Eastbound Constitution Avenue (left turns) during the AM peak hour
9th Street NW and Constitution Avenue NW (Intersection #30)
o Eastbound Constitution Avenue (overall) during the PM peak hour
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6th Street NW and Constitution Avenue NW (Intersection #32)
o Eastbound Constitution Avenue (left turns) during the AM peak hour
Based on the Synchro™ unsignalized intersection analysis, all the unsignalized intersections in the study area
would operate at acceptable conditions during the morning and afternoon peak hours.
Complete Intersection Operations Analysis
This section summarizes the differences in LOS impacts between RFDS 2 and the No-action Alternative by
quantifying the change in intersection operation failures. Following the summary, this section also includes the
complete results of the operations analysis in figures and a table.
Based on the Synchro™ signalized intersection analysis, a total of 14 signalized intersections would experience
an unacceptable conditions for one or more turning movements. Compared to the No-Action Alternative, RFDS 2
would have no change in the number of intersections failing during both the AM and PM peak hours. In the AM
peak hour, compared to the No-action Alternative, there are zero intersections that passed overall but would now
fail, 32 that would not change, and zero that were failing but would now pass. In the PM peak hour, there are zero
intersections that passed overall but would now fail, 32 that would not change, and zero that were failing but
would now pass.
Table 5-38 provides a summary of the number of intersections that meet the following criteria for the overall
directional approach that would change between the No-action Alternative and RFDS 2:
Table 5-38: Intersection Operations Summary Comparing No-action Alternative and RFDS 2
Type of Change Between Conditions
AM PM
New Failing Approach 1 1
Additional Failing Approaches 0 0
No Change 31 31
Fewer Failing Approaches 0 0
No Failing Approaches 0 0
Total Signalized and Unsignalized Intersections
32 32
The results of the No-action Alternative compared to RFDS 2 average LOS for the various approaches to the
intersections and the overall intersection LOS grades are shown in figures 5-7 and 5-8 for the AM and PM peak
hours, respectively. Table 5-39 shows the results of the No-action Alternative compared to the LOS capacity
analysis and the intersection projected delay under RFDS 2 during the AM and PM peak hours.
FBI Headquarters Consolidation U.S. General Services Administration 5-75 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-7: RFDS 2 Intersection LOS for AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-76 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-7: RFDS 2 Intersection LOS for AM Peak Hour (continued)
FBI Headquarters Consolidation U.S. General Services Administration 5-77 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-8: RFDS 2 Intersection LOS for PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-78 Transportation Impact Assessment J. Edgar Hoover Parcel
Figure 5-8: RFDS 2 Intersection LOS for PM Peak Hour (continued)
FBI Headquarters Consolidation U.S. General Services Administration 5-79 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
1 10th Street NW & H Street NW (Signalized)
EB (H Street) LTR 10.8 B 12.6 B 10.9 B 12.7 B
Eastbound (H Street) 10.8 B 12.6 B 10.9 B 12.7 B
WB (H Street) LTR 3.1 A 4.9 A 3.1 A 4.9 A
Westbound (H Street) 3.1 A 4.9 A 3.1 A 4.9 A
SB (10th Street) LTR 41.8 D 53.0 D 41.8 D 53.0 D
Southbound (10th Street) 41.8 D 53.0 D 41.8 D 53.0 D
Overall 12.8 B Pass 19.6 B Pass 12.9 B Pass 19.6 B Pass
2 9th Street NW & H Street NW (Signalized)
EB (H Street) TR 12.7 B 12.5 B 12.7 B 12.5 B
Eastbound (H Street) 12.7 B 12.5 B 12.7 B 12.5 B
WB (H Street) LT 19.8 B 16.3 B 19.8 B 16.3 B
Westbound (H Street) 19.8 B 16.3 B 19.8 B 16.3 B
SB (9th Street) LT 26.3 C 38.8 D 26.3 C 38.8 D
SB (9th Street) R 4.3 A 5.2 A 4.3 A 5.2 A
Southbound (9th Street) 23.9 C 36.2 D 23.9 C 36.2 D
Overall 20.3 C Pass 24.7 C Pass 20.3 C Pass 24.6 C Pass
3 10th Street NW & G Street NW (Signalized)
EB (G Street) TR 18.0 B 27.8 C 17.8 B 28.4 C
Eastbound (G Street) 18.0 B 27.8 C 17.8 B 28.4 C
WB (G Street) LT 10.5 B 24.2 C 10.5 B 24.6 C
Westbound (G Street) 10.5 B 24.2 C 10.5 B 24.6 C
SB (10th Street) LTR 14.5 B 10.2 B 15.2 B 10.6 B
Southbound (10th Street) 14.5 B 10.2 B 15.2 B 10.6 B
Overall 14.6 B Pass 18.2 B Pass 14.9 B Pass 18.7 B Pass
4 9th Street NW & G Street NW (Signalized)
EB (G Street) TR 13.7 B 72.5 E 13.9 B 72.9 E
Eastbound (G Street) 13.7 B 72.5 E 13.9 B 72.9 E
WB (G Street) L 43.0 D 45.0 D 43.0 D 45.0 D
WB (G Street) T 47.4 D 44.0 D 47.4 D 44.0 D
Westbound (G Street) 46.0 D 44.5 D 46.0 D 44.5 D
SB (9th Street) LT 10.0 A 44.3 D 9.9 A 44.3 D
SB (9th Street) R 0.6 A 1.5 A 0.6 A 1.5 A
Southbound (9th Street) 9.5 A 39.8 D 9.5 A 39.8 D
Overall 13.0 B Pass 45.7 D Pass 13.0 B Pass 45.7 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-80 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
5 10th Street NW & F Street NW (Signalized)
EB (F Street) TR 12.0 B 24.1 C 12.0 B 24.2 C
Eastbound (F Street) 12.0 B 24.1 C 12.0 B 24.2 C
WB (F Street) LT 9.1 A 21.0 C 9.1 A 21.0 C
Westbound (F Street) 9.1 A 21.0 C 9.1 A 21.0 C
SB (10th Street) LTR 14.9 B 11.0 B 15.4 B 11.1 B
Southbound (10th Street) 14.9 B 11.0 B 15.4 B 11.1 B
Overall 12.1 B Pass 17.4 B Pass 12.4 B Pass 17.3 B Pass
6 9th Street NW & F Street NW (Signalized)
EB (F Street) TR 13.4 B 14.2 B 13.3 B 14.3 B
Eastbound (F Street) 13.4 B 14.2 B 13.3 B 14.3 B
WB (F Street) LT 18.6 B 19.4 B 18.6 B 19.4 B
Westbound (F Street) 18.6 B 19.4 B 18.6 B 19.4 B
SB (9th Street) LTR 7.4 A 55.5 E 7.4 A 56.2 E
Southbound (9th Street) 7.4 A 55.5 E 7.4 A 56.2 E
Overall 9.8 A Pass 41.5 D Pass 9.8 A Pass 42.0 D Pass
7 12th Street NW & E Street NW (Signalized)
EB (E Street) L 19.2 B 16.0 B 19.2 B 16.0 B
EB (E Street) T 15.5 B 14.6 B 15.5 B 14.6 B
Eastbound (E Street) 17.1 B 15.0 B 17.1 B 15.0 B
WB (E Street) TR 21.9 C 13.5 B 22.0 C 13.5 B
Westbound (E Street) 21.9 C 13.5 B 22.0 C 13.5 B
NB (12th Street) LTR 22.4 C 31.9 C 22.5 C 32.8 C
Northbound (12th Street) 22.4 C 31.9 C 22.5 C 32.8 C
Overall 21.8 C Pass 26.3 C Pass 21.9 C Pass 27.2 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-81 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
8 11th Street NW & E Street NW (Signalized)
EB (E Street) L 10.4 B 21.4 C 10.3 B 23.2 C
EB (E Street) T 20.1 C 27.0 C 21.1 C 32.6 C
EB (E Street) R 9.6 A 20.7 C 9.6 A 22.4 C
Eastbound (E Street) 18.2 B 26.0 C 19.0 B 31.2 C
WB (E Street) L 6.3 A 16.2 B 6.8 A 16.1 B
WB (E Street) T 8.1 A 21.8 C 8.5 A 21.6 C
WB (E Street) R 3.6 A 14.7 B 3.9 A 14.5 B
Westbound (E Street) 6.8 A 19.5 B 7.2 A 19.3 B
NB (11th Street) LT 13.7 B 22.0 C 13.5 B 21.0 C
NB (11th Street) R 11.6 B 15.4 B 12.0 B 16.2 B
Northbound (11th Street) 13.2 B 20.5 C 13.1 B 19.8 B
SB (11th Street) LT 23.0 C 33.3 C 23.0 C 33.3 C
SB (11th Street) R 5.7 A 21.8 C 5.7 A 21.8 C
Southbound (11th Street) 19.6 B 31.5 C 19.6 B 31.5 C
Overall 14.7 B Pass 26.4 C Pass 14.9 B Pass 27.1 C Pass
9 10th Street NW & E Street NW (Signalized)
EB (E Street) T 11.4 B 5.3 A 11.2 B 4.8 A
EB (E Street) R 5.0 A 1.9 A 4.9 A 3.0 A
Eastbound (E Street) 8.5 A 4.4 A 8.2 A 4.1 A
WB (E Street) L 2.9 A 1.2 A 4.5 A 1.5 A
WB (E Street) T 3.1 A 1.5 A 4.1 A 1.4 A
Westbound (E Street) 3.0 A 1.4 A 4.2 A 1.4 A
SB (10th Street) LTR 19.0 B 48.4 D 18.9 B 50.7 D
Southbound (9th Street) 19.0 B 48.4 D 18.9 B 50.7 D
Overall 8.8 A Pass 24.8 C Pass 9.1 A Pass 24.4 C Pass
10 9th Street NW & E Street NW (Signalized)
EB (E Street) T 14.8 B 16.7 B 14.9 B 17.2 B
EB (E Street) R 8.6 A 14.0 B 8.7 A 14.4 B
Eastbound (E Street) 13.2 B 15.8 B 13.3 B 16.2 B
WB (E Street) L 18.8 B 22.8 C 18.1 B 22.1 C
WB (E Street) T 25.8 C 24.9 C 26.4 C 25.5 C
Westbound (E Street) 24.9 C 24.4 C 25.5 C 24.7 C
SB (9th Street) LTR 9.3 A 64.7 E 9.3 A 64.7 E
Southbound (9th Street) 9.3 A 64.7 E 9.3 A 64.7 E
Overall 13.0 B Pass 46.2 D Pass 13.4 B Pass 46.0 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-82 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
11 8th Street NW & E Street NW (Signalized)
EB (E Street) L 8.2 A 2.4 A 8.3 A 2.4 A
EB (E Street) T 10.7 B 3.2 A 10.8 B 3.2 A
EB (E Street) R 4.9 A 0.4 A 5.0 A 0.4 A
Eastbound (E Street) 9.2 A 2.9 A 9.2 A 2.9 A
WB (E Street) L 5.4 A 3.0 A 5.6 A 3.9 A
WB (E Street) T 6.2 A 3.4 A 6.7 A 4.6 A
WB (E Street) R 1.0 A 0.5 A 1.0 A 0.9 A
Westbound (E Street) 5.8 A 3.2 A 6.2 A 4.3 A
NB (8th Street) LTR 39.6 D 44.9 D 39.6 D 46.0 D
Northbound (8th Street) 39.6 D 44.9 D 39.6 D 46.0 D
SB (8th Street) LTR 28.7 C 42.6 D 28.7 C 43.1 D
Southbound (8th Street) 28.7 C 42.6 D 28.7 C 43.1 D
Overall 13.7 B Pass 13.5 B Pass 13.6 B Pass 13.9 B Pass
12 7th Street NW & E Street NW (Signalized)
EB (E Street) L 20.2 C 12.9 B 20.3 C 12.9 B
EB (E Street) T 23.6 C 17.2 B 23.7 C 17.2 B
EB (E Street) R 9.5 A 9.9 A 9.6 A 9.9 A
Eastbound (E Street) 21.8 C 14.8 B 21.9 C 14.8 B
WB (E Street) L 15.5 B 21.6 C 15.5 B 21.6 C
WB (E Street) T 21.3 C 26.2 C 21.3 C 26.2 C
WB (E Street) R 7.5 A 14.3 B 7.5 A 14.3 B
Westbound (E Street) 19.6 B 24.0 C 19.6 B 24.0 C
NB (7th Street) LT 20.1 C 18.0 B 20.5 C 18.1 B
NB (7th Street) R 10.1 B 13.5 B 10.4 B 13.7 B
Northbound (7th Street) 18.7 B 17.5 B 19.2 B 17.7 B
SB (7th Street) LTR 18.5 B 17.8 B 17.5 B 18.5 B
Southbound (7th Street) 18.5 B 17.8 B 17.5 B 18.5 B
Overall 19.4 B Pass 18.7 B Pass 19.4 B Pass 18.9 B Pass
13 9th Street NW & D Street NW (Signalized)
WB (D Street) L 20.3 C 26.0 C 20.3 C 26.0 C
Westbound (D Street) 20.3 C 26.0 C 20.3 C 26.0 C
SB (9th Street) LT 5.5 A 5.8 A 5.5 A 5.9 A
Southbound (9th Street) 5.5 A 5.8 A 5.5 A 5.9 A
Overall 7.7 A Pass 8.1 A Pass 7.7 A Pass 8.2 A Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-83 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
14 8th Street NW & D Street NW (AWSC)
EB (D Street) LT 7.8 - 8.0 - 7.8 - 8.0 -
Eastbound (D Street) 7.8 A 8.0 A 7.8 A 8.0 A
WB (D Street) TR 8.2 - 8.6 - 8.2 - 8.6 -
Westbound (D Street) 8.2 A 8.6 A 8.2 A 8.6 A
SB (8th Street) LR 8.3 - 8.2 - 8.3 - 8.2 -
Southbound (8th Street) 8.3 A 8.2 A 8.3 A 8.2 A
Overall 8.2 A Pass 8.4 A Pass 8.2 A Pass 8.4 A Pass
15 7th Street NW & D Street NW (Signalized)
EB (D Street) LTR 27.0 C 38.2 D 27.0 C 38.2 D
Eastbound (D Street) 27.0 C 38.2 D 27.0 C 38.2 D
WB (D Street) LTR 35.9 D 37.0 D 35.9 D 37.2 D
Westbound (D Street) 35.9 D 37.0 D 35.9 D 37.2 D
NB (7th Street) LTR 52.6 D 18.4 B 63.7 E 22.2 C
Northbound (7th Street) 52.6 D 18.4 B 63.7 E 22.2 C
SB (7th Street) LTR 1.5 A 4.7 A 1.9 A 4.7 A
Southbound (7th Street) 1.5 A 4.7 A 1.9 A 4.7 A
Overall 38.7 D Pass 18.2 B Pass 45.9 D Pass 19.9 B Pass
16 14th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 29.7 C 32.2 C 29.7 C 32.2 C
Eastbound (Pennsylvania Ave) 29.7 C 32.2 C 29.7 C 32.2 C
WB (Pennsylvania Ave) T 36.3 D 41.7 D 36.4 D 40.4 D
WB (Pennsylvania Ave) R 28.9 C 32.9 C 29.5 C 33.2 C
Westbound (Pennsylvania Ave) 34.4 C 39.7 D 34.5 C 38.6 D
NB (14th Street) L 25.9 C 54.9 D 25.9 C 54.9 D
NB (14th Street) TR 32.7 C 16.8 B 32.7 C 16.8 B
Northbound (14th Street) 32.5 C 18.8 B 32.5 C 18.8 B
SB (14th Street) LTR 12.1 B 14.6 B 12.1 B 14.6 B
Southbound (14th Street) 12.1 B 14.6 B 12.1 B 14.6 B
Overall 27.3 C Pass 21.3 C Pass 27.3 C Pass 21.2 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-84 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
17 13th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 59.1 E 35.7 D 59.1 E 35.7 D
EB (Pennsylvania Ave) T 52.3 D 34.3 C 52.3 D 34.3 C
Eastbound (Pennsylvania Ave) 55.2 E 34.8 C 55.2 E 34.8 C
WB (Pennsylvania Ave) T 22.7 C 9.8 A 22.6 C 11.6 B
WB (Pennsylvania Ave) R 23.6 C 10.1 B 23.5 C 12.0 B
Westbound (Pennsylvania Ave) 23.1 C 9.9 A 23.0 C 11.7 B
SB (13th Street) L 35.6 D 41.0 D 35.6 D 41.0 D
SB (13th Street) R 11.0 B 9.8 A 11.0 B 9.8 A
Southbound (13th Street) 31.2 C 33.6 C 31.2 C 33.6 C
Overall 35.4 D Pass 25.2 C Pass 35.3 D Pass 25.8 C Pass
18 12th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 39.3 D 26.6 C 39.3 D 26.6 C
Eastbound (Pennsylvania Ave) 39.3 D 26.6 C 39.3 D 26.6 C
WB (Pennsylvania Ave) T 11.3 B 5.2 A 11.4 B 5.0 A
WB (Pennsylvania Ave) R 24.9 C 9.4 A 25.4 C 10.3 B
Westbound (Pennsylvania Ave) 15.8 B 6.2 A 16.0 B 6.3 A
NB (12th Street) LTR 38.6 D 26.1 C 41.4 D 25.8 C
Northbound (12th Street) 38.6 D 26.1 C 41.4 D 25.8 C
Overall 32.9 C Pass 20.1 C Pass 34.4 C Pass 20.0 C Pass
19 11th Street NW/Hotel Entrance & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 112.6 F 134.7 F 112.6 F 135.7 F
EB (Pennsylvania Ave) TR 7.3 A 8.4 A 7.4 A 9.2 A
Eastbound (Pennsylvania Ave) 31.1 C 19.7 B 31.1 C 20.5 C
WB (Pennsylvania Ave) LT 6.4 A 13.3 B 6.6 A 15.6 B
WB (Pennsylvania Ave) R 69.9 E 104.1 F 76.4 E 117.7 F
Westbound (Pennsylvania Ave) 27.5 C 34.3 C 30.0 C 39.1 D
NB (Hotel Entrance) LTR 11.0 B 6.4 A 11.0 B 6.4 A
Northbound (Hotel Entrance) 11.0 B 6.4 A 11.0 B 6.4 A
SB (11th Street) L 93.3 F 137.9 F 93.3 F 137.3 F
SB (11th Street) TR 6.9 A 1.2 A 6.9 A 1.1 A
Southbound (11th Street) 66.0 E 103.8 F 66.0 E 103.3 F
Overall 32.8 C Pass 48.1 D Pass 34.1 C Pass 49.8 D Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-85 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
20 10th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 6.4 A 8.7 A 6.4 A 8.8 A
Eastbound (Pennsylvania Ave) 6.4 A 8.7 A 6.4 A 8.8 A
WB (Pennsylvania Ave) T 3.6 A 8.2 A 3.6 A 8.2 A
Westbound (Pennsylvania Ave) 3.6 A 8.2 A 3.6 A 8.2 A
NB (10th Street) L 126.2 F 50.5 D 132.0 F 93.1 F
NB (10th Street) R 24.3 C 4.6 A 24.3 C 4.6 A
Northbound (10th Street) 99.6 F 25.3 C 104.0 F 44.5 D
SB (10th Street) LT 34.2 C 41.6 D 35.1 D 64.9 E
SB (10th Street) R 7.5 A 16.9 B 10.0 A 20.5 C
Southbound (10th Street) 27.3 C 37.3 D 29.3 C 56.5 E
Overall 19.2 B Pass 16.1 B Pass 20.1 C Pass 23.0 C Pass
21 9th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 9.4 A 31.6 C 9.0 A 30.1 C
EB (Pennsylvania Ave) R 12.8 B 47.8 D 13.0 B 48.8 D
Eastbound (Pennsylvania Ave) 10.1 B 35.3 D 9.8 A 34.4 C
WB (Pennsylvania Ave) T 5.9 A 6.1 A 5.8 A 6.2 A
Westbound (Pennsylvania Ave) 5.9 A 6.1 A 5.8 A 6.2 A
NB (9th Street) R 31.7 C 10.4 B 31.7 C 10.4 B
Northbound (9th Street) 31.7 C 10.4 B 31.7 C 10.4 B
SB (9th Street) LTR 18.7 B 31.0 C 18.7 B 31.0 C
Southbound (9th Street) 18.7 B 31.0 C 18.7 B 31.0 C
Overall 12.5 B Pass 26.8 C Pass 12.3 B Pass 26.6 C Pass
22 7th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 158.3 F 121.0 F 198.8 F 211.6 F
EB (Pennsylvania Ave) TR 28.8 C 15.4 B 29.9 C 16.4 B
Eastbound (Pennsylvania Ave) 59.4 E 28.6 C 72.6 E 47.7 D
WB (Pennsylvania Ave) T 37.3 D 20.6 C 37.4 D 20.6 C
WB (Pennsylvania Ave) R 40.6 D 48.7 D 40.5 D 48.6 D
Westbound (Pennsylvania Ave) 37.8 D 27.1 C 37.9 D 27.0 C
NB (7th Street) L 79.3 E 66.5 E 79.3 E 66.5 E
NB (7th Street) TR 14.0 B 8.4 A 14.0 B 8.4 A
Northbound (7th Street) 29.6 C 17.3 B 29.6 C 17.4 B
SB (7th Street) TR 30.3 C 24.8 C 30.4 C 25.7 C
Southbound (7th Street) 30.3 C 24.8 C 30.4 C 25.7 C
Overall 41.8 D Pass 25.2 C Pass 46.4 D Pass 33.1 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-86 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
23 6th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 62.5 E 40.3 D 62.3 E 40.8 D
EB (Pennsylvania Ave) TR 24.4 C 50.2 D 24.4 C 50.3 D
Eastbound (Pennsylvania Ave) 28.6 C 49.7 D 28.6 C 49.8 D
WB (Pennsylvania Ave) T 4.3 A 35.4 D 4.4 A 35.4 D
WB (Pennsylvania Ave) R 7.8 A 39.4 D 7.9 A 39.4 D
Westbound (Pennsylvania Ave) 5.1 A 36.2 D 5.1 A 36.2 D
NB (6th Street) LTR 15.6 B 6.0 A 15.6 B 6.0 A
Northbound (6th Street) 15.6 B 6.0 A 15.6 B 6.0 A
SB (6th Street) LTR 31.3 C 100.2 F 31.3 C 100.2 F
Southbound (6th Street) 31.3 C 100.2 F 31.3 C 100.2 F
Overall 16.9 B Pass 57.4 E Fail 16.9 B Pass 57.4 E Fail
24 Constitution (WB) Avenue NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) T 2.5 A 31.8 C 2.5 A 31.9 C
EB (Pennsylvania Ave) R - - 23.0 C - - 24.5 C
Eastbound (Pennsylvania Ave) 2.5 A 31.8 C 2.5 A 31.9 C
WB (Pennsylvania Ave) L 21.9 C 60.3 E 21.9 C 60.6 E
WB (Pennsylvania Ave) T 32.3 C 6.5 A 32.4 C 6.5 A
Westbound (Pennsylvania Ave) 27.8 C 36.0 D 27.9 C 36.0 D
NB (Constitution Ave) R 16.6 B 44.7 D 16.8 B 44.8 D
Northbound (Constitution Ave) 16.6 B 44.7 D 16.8 B 44.8 D
Overall 20.2 C Pass 36.8 D Pass 20.3 C Pass 36.9 D Pass
25 4th Street NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) TR 7.9 A 15.0 B 7.9 A 15.0 B
Eastbound (Pennsylvania Ave) 7.9 A 15.0 B 7.9 A 15.0 B
WB (Pennsylvania Ave) T 7.1 A 7.9 A 7.2 A 7.9 A
Westbound (Pennsylvania Ave) 7.1 A 7.9 A 7.2 A 7.9 A
NB (4th Street) L 41.1 D 33.5 C 42.4 D 33.5 C
NB (4th Street) R 11.2 B 25.5 C 11.5 B 25.7 C
Northbound (4th Street) 32.6 C 30.7 C 33.6 C 30.8 C
Overall 10.6 B Pass 14.2 B Pass 10.8 B Pass 14.2 B Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-87 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
26 Constitution (EB) Avenue NW & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 6.9 A 16.7 B 6.9 A 17.1 B
EB (Pennsylvania Ave) T 42.0 D 20.9 C 42.0 D 20.8 C
Eastbound (Pennsylvania Ave) 13.4 B 17.8 B 13.4 B 18.0 B
WB (Pennsylvania Ave) T 22.5 C 23.2 C 22.5 C 23.2 C
Westbound (Pennsylvania Ave) 22.5 C 23.2 C 22.5 C 23.2 C
SB (Constitution Ave) R 22.7 C 19.1 B 23.0 C 19.2 B
Southbound (Constitution Ave) 22.7 C 19.1 B 23.0 C 19.2 B
Overall 18.6 B Pass 18.5 B Pass 18.7 B Pass 18.6 B Pass
27 14th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) TR 28.5 C 28.7 C 28.6 C 29.0 C
Eastbound (Constitution Ave) 28.5 C 28.7 C 28.6 C 29.0 C
WB (Constitution Ave) TR 32.1 C 19.6 B 32.3 C 19.8 B
Westbound (Constitution Ave) 32.1 C 19.6 B 32.3 C 19.8 B
NB (14th Street) TR 23.2 C 20.8 C 23.2 C 20.8 C
Northbound (14th Street) 23.2 C 20.8 C 23.2 C 20.8 C
SB (14th Street) TR 9.2 A 111.8 F 9.2 A 111.8 F
Southbound (14th Street) 9.2 A 111.8 F 9.2 A 111.8 F
Overall 24.4 C Pass 54.5 D Pass 24.5 C Pass 54.4 D Pass
28 12th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) L 53.9 D 18.6 B 59.3 E 26.2 C
EB (Constitution Ave) TR 4.1 A 12.4 B 4.1 A 12.3 B
Eastbound (Constitution Ave) 13.6 B 13.2 B 14.9 B 14.3 B
WB (Constitution Ave) LTR 40.0 D 17.7 B 40.3 D 18.2 B
Westbound (Constitution Ave) 40.0 D 17.7 B 40.3 D 18.2 B
NB (12th Street) LTR 91.6 F 68.7 E 91.5 F 75.2 E
Northbound (12th Street) 91.6 F 68.7 E 91.5 F 75.2 E
SB (12th Street) LT 13.9 B 29.8 C 13.9 B 29.9 C
SB (12th Street) R 8.4 A 11.6 B 8.4 A 11.6 B
Southbound (12th Street) 10.4 B 20.9 C 10.4 B 21.0 C
Overall 53.7 D Pass 31.7 C Pass 54.0 D Pass 34.3 C Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-88 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
29 10th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) LT 17.6 B 12.3 B 17.6 B 12.3 B
Eastbound (Constitution Ave) 17.6 B 12.3 B 17.6 B 12.3 B
WB (Constitution Ave) TR 8.5 A 44.1 D 8.5 A 44.2 D
Westbound (Constitution Ave) 8.5 A 44.1 D 8.5 A 44.2 D
SB (10th Street) L 31.4 C 17.6 B 32.8 C 17.3 B
SB (10th Street) R 15.3 B 4.2 A 16.9 B 4.1 A
Southbound (10th Street) 20.4 C 6.4 A 21.5 C 6.2 A
Overall 14.8 B Pass 24.7 C Pass 14.9 B Pass 24.5 C Pass
30 9th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) LTR 34.8 C 72.1 E 34.8 C 72.1 E
Eastbound (Constitution Ave) 34.8 C 72.1 E 34.8 C 72.1 E
WB (Constitution Ave) LTR 5.8 A 6.4 A 5.8 A 6.4 A
Westbound (Constitution Ave) 5.8 A 6.4 A 5.8 A 6.4 A
SB (9th Street) LT 40.7 D 26.4 C 40.9 D 26.1 C
SB (9th Street) R 17.6 B 9.0 A 17.4 B 8.8 A
Southbound (9th Street) 37.9 D 24.0 C 38.0 D 23.8 C
Overall 27.3 C Pass 32.8 C Pass 27.4 C Pass 32.7 C Pass
31 7th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) TR 17.6 B 26.9 C 17.6 B 26.9 C
Eastbound (Constitution Ave) 17.6 B 26.9 C 17.6 B 26.9 C
WB (Constitution Ave) LTR 15.8 B 12.5 B 15.8 B 12.5 B
Westbound (Constitution Ave) 15.8 B 12.5 B 15.8 B 12.5 B
NB (7th Street) L 23.2 C 20.7 C 23.2 C 20.7 C
NB (7th Street) TR 18.4 B 18.9 B 18.4 B 18.9 B
Northbound (7th Street) 19.3 B 19.1 B 19.3 B 19.1 B
SB (7th Street) TR 11.3 B 19.1 B 11.3 B 19.3 B
Southbound (7th Street) 11.3 B 19.1 B 11.3 B 19.3 B
Overall 17.1 B Pass 19.1 B Pass 17.1 B Pass 19.1 B Pass
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach#
AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-89 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-39: Comparison of No-action Alternative and RFDS 2 Intersection Operations for AM and PM Peak Hours (continued)
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
Delay
(sec/vehicle) LOS Check
32 6th Street NW & Constitution Avenue NW (Signalized)
EB (Constitution Ave) L 71.8 E 20.8 C 71.8 E 20.8 C
EB (Constitution Ave) LT 30.9 C 3.3 A 30.9 C 3.3 A
Eastbound (Constitution Ave) 41.3 D 7.5 A 41.3 D 7.5 A
WB (Constitution Ave) TR 53.9 D 7.2 A 53.9 D 7.2 A
Westbound (Constitution Ave) 53.9 D 7.2 A 53.9 D 7.2 A
SB (6th Street) L 17.8 B 12.8 B 17.9 B 12.8 B
SB (6th Street) R 0.2 A 1.5 A 0.2 A 1.6 A
Southbound (6th Street) 2.7 A 2.2 A 2.7 A 2.2 A
Overall 42.6 D Pass 6.1 A Pass 42.6 D Pass 6.1 A Pass
Delay is measured in Seconds Per Vehicle.
Red cells denote intersections or approaches operating at unacceptable conditions.
AWSC = All-Way STOP-Controlled intersection
LOS = Level of Service
LTR = left / through / right lanes
PM Peak HourAM Peak Hour
No-Action Alternative RFDS 2
Lane
GroupIntersection and Approach
Notes:
EB = Eastbound, WB = Westbound, NB= Northbound, SB = Southbound
#AM Peak Hour PM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-90 Transportation Impact Assessment J. Edgar Hoover Parcel
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FBI Headquarters Consolidation U.S. General Services Administration 5-91 Transportation Impact Assessment J. Edgar Hoover Parcel
5.2.7.4 RFDS 2 Queuing Analysis
Synchro™ was used to calculate both the 50th and 95th percentile queue lengths, and SimTraffic™ was used to
calculate the 95th percentile queue lengths. Because the SimTraffic™ simulations are unable to accurately
portray vehicle conflicts with pedestrians along the Pennsylvania Avenue and Constitution Avenue corridors, one
simulation was created and reported, but the Synchro 95th percent queue values provide a more accurate
measure of the potential queue. Based on the Synchro™ and SimTraffic™ analysis, the following signalized
intersection approaches would experience failing queue lengths in either Synchro™ or SimTraffic™. The lane
group within the approach that is operating under unacceptable conditions is noted in parentheses.
10th Street NW and H Street NW (Intersection #1)
o Southbound 10th Street and eastbound H Street (all movements) during the PM peak hour
9th Street NW and H Street NW (Intersection #2)
o Southbound 9th Street (all movements) and westbound H Street (left and through movements)
during the PM peak hour
10th Street NW and G Street NW (Intersection #3)
o Eastbound G Street (through and right movements), westbound G Street (through and left
movements) and southbound 10th Street (all movements) during the PM peak hour
9th Street NW and G Street NW (Intersection #4)
o Eastbound G Street (through and right movements), westbound G Street (through movements),
and southbound 9th Street (right turns) during the PM peak hour
10th Street NW and F Street NW (Intersection #5)
o Eastbound F Street (through and right movements) and southbound 10th Street (all
movements) during the PM peak hour
12th Street NW and E Street NW (Intersection #7)
o Westbound E Street (through and right movements) during the AM peak hour
11th Street NW and E Street NW (Intersection #8)
o Westbound on E Street (right turns), and southbound on 11th Street (all movements) during the
AM peak hour
o Eastbound on E Street (right and through movements), westbound on E Street (right and through
movements), and southbound on 11th Street (all movements) during the PM peak hour
10th Street NW and E Street NW (Intersection #9)
o Eastbound on E Street (right turns) during the AM peak hour
o Eastbound on E Street (right and through movements), westbound on E Street (left turns), and
southbound 10th Street (all movements) during the PM peak hour
9th Street NW and E Street NW (Intersection #10)
o Westbound E Street (left turns) during the AM peak hour
o Westbound E Street (left turns) and southbound 9th Street (all movements) during the PM peak
hour
8th Street NW and E Street NW (Intersection #11)
o Eastbound E Street (right turns) during AM peak hour and westbound E Street (right turns) during
the AM and PM peak hour
7th Street NW and E Street NW (Intersection #12)
o Eastbound E Street (right turns), westbound E Street (right turns), and northbound 7th Street
(right turns) during the AM peak hour
o Eastbound E Street (right and left turns), westbound E Street (right turns), and northbound 7th
Street (right turns) during the PM peak hour
7th Street NW and D Street NW (Intersection #15)
o Northbound 7th Street (all movements) during the AM peak hour
FBI Headquarters Consolidation U.S. General Services Administration 5-92 Transportation Impact Assessment J. Edgar Hoover Parcel
14th Street NW and Pennsylvania Avenue NW (Intersection #16)
o Eastbound Pennsylvania Avenue (through and right movements), westbound Pennsylvania
Avenue (through movements), and northbound 14th Street (left turns) during the PM peak hour
13th Street NW and Pennsylvania Avenue NW (Intersection #17)
o Eastbound Pennsylvania Avenue (through movements) during the AM peak hour
o Eastbound Pennsylvania Avenue (through movements) and southbound 13th Street (left and right
turns) during the PM peak hour
12th Street NW and Pennsylvania Avenue NW (Intersection #18)
o Eastbound Pennsylvania Avenue (through and right movements) during AM and PM peak hour
o Northbound 12th Street (all movements) during AM peak hour
11th Street NW and Pennsylvania Avenue NW (Intersection #19)
o Eastbound Pennsylvania Avenue (left turns), westbound Pennsylvania Avenue (all movements),
and southbound 11th Street (left turns) during AM and PM peak hour
10th Street NW and Pennsylvania Avenue NW (Intersection #20)
o Northbound 10th Street (left and right turns) and southbound 10th Street (right turns) during the
AM peak hour
o Westbound Pennsylvania Avenue (through movements), northbound 10th Street (left turns), and
southbound 10th Street (all movements) during the PM peak hour
9th Street NW and Pennsylvania Avenue NW (Intersection #21)
o Eastbound Pennsylvania Avenue (right turns) and southbound 9th Street (all movements) during
the PM peak hour
7th Street NW and Pennsylvania Avenue NW (Intersection #22)
o Eastbound Pennsylvania Avenue (left turns), northbound 7th Street (left turns), and southbound
7th Street (through and right movements) during the AM peak hour
o Eastbound Pennsylvania Avenue (left turns), westbound Pennsylvania Avenue (right turns),
northbound 7th Street (left turns), and southbound 7th Street (through and right movements)
during the PM peak hour
6th Street NW and Pennsylvania Avenue NW (Intersection #23)
o Southbound 6th Street (all movements) during the PM peak hour
Constitution (WB) Avenue NW and Pennsylvania Avenue NW (Intersection #24)
o Westbound Pennsylvania Avenue (through movements) during the AM peak hour
o Eastbound Pennsylvania Avenue (through movements) and westbound Pennsylvania Avenue
(left turns) during the PM peak hour
4th Street NW and Pennsylvania Avenue NW (Intersection #25)
o Northbound 4th Street (left turns) during the AM and PM peak hour
o Westbound Pennsylvania Avenue (through movements) during the PM peak hour
Constitution (EB) Avenue NW and Pennsylvania Avenue NW (Intersection #26)
o Southbound Constitution Ave (right turns) during the AM and PM peak hour
o Eastbound Pennsylvania Avenue (left turns) during PM peak hour
14th Street NW and Constitution Avenue NW (Intersection #27)
o Eastbound Constitution Avenue (through and right movements) during the AM and PM peak hour
o Northbound 14th Street (through and right movements) during the AM peak hour
o Southbound 14th Street (through and right movements) during the PM peak hour
12th Street NW and Constitution Avenue NW (Intersection #28)
o Eastbound Constitution Avenue (all movements) and northbound 12th Street (all movements)
during the AM and PM peak hours
10th Street NW and Constitution Avenue NW (Intersection #29)
o Eastbound Constitution Avenue (left and through movements) during the AM and PM peak hour
FBI Headquarters Consolidation U.S. General Services Administration 5-93 Transportation Impact Assessment J. Edgar Hoover Parcel
9th Street NW and Constitution Avenue NW (Intersection #30)
o Eastbound Constitution Avenue (all movements) and southbound 9th Street (left and through
movements) during the PM peak hour
7th Street NW and Constitution Avenue NW (Intersection #31)
o Northbound 7th Street (left turns) during the AM and PM peak hour
6th Street NW and Constitution Avenue NW (Intersection #32)
o Eastbound Constitution Avenue (left turns) and westbound Constitution Avenue (through and
right movements) during the AM peak hour
The remaining intersections in the study area would have acceptable queue lengths.
An unsignalized intersection queuing analysis was calculated using Synchro™. Based on the results, the queue
lengths for all unsignalized intersections in the study area would be acceptable.
Complete Intersection Queuing Analysis
This section summarizes the differences in queuing impacts between RFDS 2 and the No-action Alternative by
quantifying the change in intersection queuing failures. Following the summary, this section also includes the
complete results of the queuing analysis.
Based on the Synchro™ and SimTraffic™ analysis, 29 signalized intersections would experience queuing lengths
that would exceed the available storage capacity. The remaining intersections in the study area would provide
sufficient storage for the anticipated demand. Compared to the No-action Alternative, RFDS 2 would have failing
queues for two less intersections during the AM peak hour and two less intersections during the PM peak hour in
the AM peak hour in the No-action Alternative, there would be 22 intersections with a failing queue approach
compared with 20 in RFDS 2, a decrease of 2. In the PM peak hour in the No-action Alternative, there would be
28 intersections with a failing queue approach compared with 26 in the scenario, a decrease of 2.
Table 5-40 provides a summary of the number of intersections that meet the following criteria for approach lane
groups in a queue:
Table 5-40: Queuing Summary Comparing No-action Alternative and RFDS 2
Type of Change Between Conditions
AM PM
New Failing Movement 0 1
Additional Failing Movement 2 7
No Change 26 19
Fewer Failing Movements 2 2
No Failing Movements 2 3
Total Signalized and Unsignalized Intersections
32 32
The results of the No-action Alternative compared to RFDS 2 queuing analysis for both signalized and
unsignalized intersections are presented in table 5-41. Note that the percentile values are expressed in feet, and
a car occupies about 25 linear feet of roadway, including the space between cars.
FBI Headquarters Consolidation U.S. General Services Administration 5-94 Transportation Impact Assessment J. Edgar Hoover Parcel
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FBI Headquarters Consolidation U.S. General Services Administration 5-95 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
1 10th Street NW & H Street NW
EB (H Street) LTR 264 80 106 130 108 138 214 83 109 134 110 140 #340
WB (H Street) LTR 504 12 19 90 16 30 141 12 19 80 16 30 398
SB (10th Street) LTR 534 149 237 474 227 #346 #690 149 237 342 227 #346 #682
2 9th Street NW & H Street NW
EB (H Street) TR 504 31 44 99 78 m92 180 31 44 99 78 m92 299
WB (H Street) LT 570 81 109 152 41 59 125 81 109 146 41 59 #593
SB (9th Street) LT 333 237 304 305 346 #450 #377 237 304 293 346 #450 #415
SB (9th Street) R 333 0 33 70 0 32 #370 0 33 52 0 32 #454
3 10th Street NW & G Street NW
EB (G Street) TR 283 57 104 149 153 218 #374 59 108 137 158 226 #368
WB (G Street) LT 522 31 52 105 86 227 #683 31 52 92 87 228 #693
SB (10th Street) LTR 459 49 74 86 63 m81 #605 54 82 91 66 m86 #607
4 9th Street NW & G Street NW
EB (G Street) TR 522 5 19 88 105 #273 319 5 20 55 102 #274 185
WB (G Street) L 244 23 54 66 56 103 83 23 54 65 56 103 92
WB (G Street) T 244 49 94 113 54 100 #317 49 94 127 54 100 #344
SB (9th Street) LT 409 74 88 121 64 m76 399 74 88 119 64 m76 293
SB (9th Street) R 409 0 m0 2 0 m0 #532 0 m0 3 0 m0 #576
5 10th Street NW & F Street NW
EB (F Street) TR 273 40 55 104 122 160 #277 40 55 111 123 160 #372
WB (F Street) LT 537 24 m35 72 40 m72 180 24 m35 77 40 m72 182
SB (10th Street) LTR 293 65 83 73 92 118 #397 76 96 75 96 123 #369
6 9th Street NW & F Street NW
EB (F Street) TR 537 27 38 67 118 167 111 27 38 56 118 167 320
WB (F Street) LT 505 44 68 72 50 78 122 44 68 105 50 78 127
SB (9th Street) LTR 281 30 36 123 440 m510 #329 30 36 102 440 m510 270
7 12th Street NW & E Street NW
EB (E Street) L 150 35 74 100 15 37 69 35 74 0 15 37 0
EB (E Street) T 356 47 82 81 36 66 106 47 82 95 36 66 106
WB (E Street) TR 181 195 269 #198 97 141 #189 199 273 #185 97 140 153
NB (12th Street) LTR 285 172 m171 222 179 220 190 174 m172 206 193 233 214
Turning
Bay/Link
Length
(feet)
Group
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-96 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
8 11th Street NW & E Street NW
EB (E Street) L 181 15 m22 61 10 m21 36 15 m22 47 11 m22 40
EB (E Street) T 181 143 m199 128 141 198 159 148 m205 125 186 250 #205
EB (E Street) R 50 12 m19 #60 12 m24 #58 12 m19 41 13 m24 #67
WB (E Street) L 110 4 11 88 13 m31 88 4 12 62 13 m30 45
WB (E Street) T 215 42 69 157 132 m223 #268 42 77 149 134 m224 #217
WB (E Street) R 50 8 21 #90 42 m87 #97 8 25 #84 42 m88 #95
NB (11th Street) LT 346 87 m87 80 89 m89 122 86 m85 80 89 m87 84
NB (11th Street) R 346 35 m36 76 29 m32 82 44 m43 73 37 m38 88
SB (11th Street) LT 321 80 114 #421 242 327 #401 80 114 #428 242 327 #373
SB (11th Street) R 100 0 27 83 49 112 #139 0 27 #112 49 112 #127
9 10th Street NW & E Street NW
EB (E Street) T 215 80 104 122 49 m50 213 80 100 125 46 m43 #229
EB (E Street) R 25 17 39 #58 10 m11 #59 22 38 #61 21 m21 #62
WB (E Street) L 110 5 m9 57 2 m3 74 8 m20 83 3 m4 #138
WB (E Street) T 506 23 m34 105 9 m11 164 23 m46 66 9 m11 125
SB (10th Street) LTR 370 33 47 72 232 #276 #457 37 52 79 242 #297 #441
10 9th Street NW & E Street NW
EB (E Street) T 506 50 91 111 111 m151 157 51 92 106 117 m157 135
EB (E Street) R 100 5 17 83 43 m74 85 5 20 66 46 m78 97
WB (E Street) L 75 19 m43 #105 43 102 #112 18 m41 #95 42 103 #123
WB (E Street) T 225 154 216 214 147 269 #237 168 229 215 166 297 209
SB (9th Street) LTR 310 55 82 207 ~586 #688 #354 55 82 181 ~586 #689 293
11 8th Street NW & E Street NW
EB (E Street) L 75 11 m22 55 2 m5 41 11 m22 29 2 m5 35
EB (E Street) T 225 91 m139 162 23 m32 70 92 m140 145 23 m32 73
EB (E Street) R 50 11 m37 #70 0 m0 14 12 m37 #87 0 m0 26
WB (E Street) L 85 12 20 57 3 m6 39 13 22 73 5 m9 50
WB (E Street) T 223 53 66 107 27 39 70 69 86 136 43 60 69
WB (E Street) R 25 0 m2 #38 0 m0 #52 0 m1 #41 0 m1 #46
NB (8th Street) LTR 392 78 110 144 74 146 156 78 110 118 74 146 173
SB (8th Street) LTR 302 27 51 56 59 119 174 27 51 69 59 119 114
Turning
Bay/Link
Length
(feet)
Group
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-97 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
12 7th Street NW & E Street NW
EB (E Street) L 85 9 m30 82 7 m21 77 10 m30 57 7 m21 #86
EB (E Street) T 223 109 182 197 128 203 193 110 182 170 129 204 210
EB (E Street) R 25 1 m17 #60 10 m40 #64 1 m18 #53 10 m40 #62
WB (E Street) L 100 6 19 31 24 54 94 6 19 59 24 54 98
WB (E Street) T 533 165 248 245 206 304 327 165 248 236 206 304 292
WB (E Street) R 75 4 24 70 19 53 #105 4 24 #85 19 53 #106
NB (7th Street) LT 402 97 m117 160 103 156 173 102 m120 145 108 173 170
NB (7th Street) R 75 11 m15 #94 11 m30 #101 11 m15 #91 11 m30 #97
SB (7th Street) LTR 314 53 83 107 95 133 149 56 88 130 105 147 172
13 9th Street NW & D Street NW
WB (D Street) L 224 75 71 89 107 170 166 75 71 102 107 170 160
SB (9th Street) LT 396 32 55 132 76 m76 179 32 55 137 75 m77 231
14 8th Street NW & D Street NW (AWSC)
EB (D Street) LT 224 - - 50 - - 59 - - 53 - - 51
WB (D Street) TR 229 - - 60 - - 67 - - 68 - - 87
SB (8th Street) LR 392 - - 52 - - 56 - - 57 - - 56
15 7th Street NW & D Street NW
EB (D Street) LTR 229 40 71 91 91 165 188 40 71 117 91 165 146
WB (D Street) LTR 521 76 140 183 102 175 169 76 140 137 102 176 172
NB (7th Street) LTR 295 513 m#696 #303 184 m520 255 556 m#695 #306 429 m523 292
SB (7th Street) LTR 402 4 11 52 27 56 103 6 13 53 26 56 104
16 14th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 430 116 150 188 96 138 #579 116 150 230 96 138 #545
WB (Pennsylvania Ave) T 157 84 114 #169 125 152 #192 84 114 142 118 152 #173
WB (Pennsylvania Ave) R 248 39 83 79 54 89 109 47 89 78 57 101 116
NB (14th Street) L 1,131 23 m35 78 25 m#71 118 23 m35 60 25 m#71 122
NB (14th Street) TR 1,131 328 382 399 124 173 245 328 382 443 124 173 214
SB (14th Street) LTR 624 92 118 196 234 280 329 92 118 193 234 280 253
17 13th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 257 143 217 233 91 153 153 143 217 198 91 153 189
EB (Pennsylvania Ave) T 257 103 148 #372 100 141 #287 103 148 #336 100 141 #281
WB (Pennsylvania Ave) T 386 79 m89 137 31 68 149 79 m89 120 38 76 133
WB (Pennsylvania Ave) R 386 71 m83 126 14 m35 80 70 m82 140 17 m39 119
SB (13th Street) L 637 81 119 #658 155 211 #740 81 119 303 155 211 #723
SB (13th Street) R 637 0 33 519 0 55 #915 0 33 72 0 55 #883
Turning
Bay/Link
Length
(feet)
Group
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-98 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
18 12th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) T 386 113 145 179 163 198 184 113 145 178 163 198 143
EB (Pennsylvania Ave) TR 150 113 145 #199 163 198 #201 113 145 #206 163 198 #203
WB (Pennsylvania Ave) T 168 36 51 62 30 35 41 36 50 66 30 m35 40
WB (Pennsylvania Ave) R 168 57 197 #185 26 m32 83 60 202 116 27 m34 113
NB (12th Street) LTR 922 ~274 m206 #1092 285 m284 287 ~305 m208 822 300 m296 336
19 11th Street NW/Hotel Entrance & Pennsylvania Avenue NW (Signalized)
EB (Pennsylvania Ave) L 168 109 m#196 #181 49 m#128 104 109 m#194 #176 49 m#126 56
EB (Pennsylvania Ave) TR 168 38 m47 47 29 36 133 38 m47 60 29 36 100
WB (Pennsylvania Ave) LT 190 28 m57 #240 38 46 #269 30 m61 #240 42 m52 #255
WB (Pennsylvania Ave) R 190 ~194 m#449 #206 ~158 #288 #212 ~209 m#461 #205 ~173 m#301 #214
NB (Hotel Entrance) LTR 260 9 56 94 12 40 74 9 56 77 12 40 67
SB (11th Street) L 346 ~162 #315 #371 ~435 #579 #418 ~162 #315 #416 ~435 #579 #400
SB (11th Street) TR 346 23 48 284 0 m0 114 23 48 110 0 m0 191
20 10th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 190 20 m10 72 75 m75 74 19 m10 83 77 m78 85
WB (Pennsylvania Ave) T 467 61 72 393 56 m75 412 61 72 433 57 m77 #516
NB (10th Street) L 695 ~177 m#308 #859 10 m#66 130 ~183 m#315 #784 10 m#81 527
NB (10th Street) R 695 26 m58 #904 0 9 91 26 m58 #944 0 9 84
SB (10th Street) LT 469 32 61 170 194 m#238 #552 47 79 160 230 m#313 #571
SB (10th Street) R 25 0 16 #75 47 m65 #68 1 25 #62 55 m80 #67
21 9th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 467 48 80 113 230 272 312 48 79 150 231 m263 315
EB (Pennsylvania Ave) R 467 37 82 51 202 m#361 305 39 88 152 203 m#363 347
WB (Pennsylvania Ave) T 496 48 m56 331 32 45 192 48 m56 413 32 47 145
NB (9th Street) R - 56 114 - 26 m41 - 56 114 - 26 m41 -
SB (9th Street) LTR 235 184 242 #252 276 #451 #280 184 242 229 276 #451 #275
22 7th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 496 ~157 #303 #507 0 m#198 117 ~188 #340 300 ~153 m#280 210
EB (Pennsylvania Ave) TR 496 107 134 229 117 m150 398 109 138 207 127 m152 141
WB (Pennsylvania Ave) T 461 180 223 202 124 m154 102 183 226 236 126 m156 132
WB (Pennsylvania Ave) R 461 80 138 116 103 m#171 137 80 139 114 103 m#172 131
NB (7th Street) L 290 96 #235 277 57 m#140 129 96 #235 262 57 m#140 109
NB (7th Street) TR 290 64 81 127 29 37 118 64 81 153 29 37 111
SB (7th Street) TR 83 65 106 #113 87 105 #101 64 106 #105 87 113 #105
Turning
Bay/Link
Length
(feet)
Group
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-99 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
23 6th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 461 47 m76 59 12 m23 380 47 m76 86 12 m23 83
EB (Pennsylvania Ave) TR 461 131 162 148 190 233 #487 132 164 127 193 237 151
WB (Pennsylvania Ave) T 212 10 30 42 124 165 143 10 31 60 126 167 159
WB (Pennsylvania Ave) R 212 8 27 131 88 148 127 8 28 109 87 148 110
NB (6th Street) LTR 72 56 m56 66 18 23 69 56 m56 68 18 23 68
SB (6th Street) LTR 549 85 128 326 ~338 #464 #674 85 128 196 ~338 #464 #623
24 Constitution (WB) Avenue NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) T 212 19 23 38 197 m220 #290 19 23 38 201 m224 #223
EB (Pennsylvania Ave) R - - - - 1 m1 15 - - - 1 m1 -
WB (Pennsylvania Ave) L 283 161 235 223 258 315 #345 160 236 208 258 315 #310
WB (Pennsylvania Ave) T 283 281 311 #328 40 52 91 285 314 #296 40 52 103
NB (Constitution Ave) R 232 74 75 38 210 256 102 75 76 31 211 257 65
25 4th Street NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) TR 283 50 234 102 202 227 216 50 236 108 202 227 161
WB (Pennsylvania Ave) T 257 57 99 225 201 172 #326 58 102 212 202 172 #290
NB (4th Street) L 208 146 224 #219 130 195 #294 146 224 #272 130 195 #233
NB (4th Street) R 208 15 54 121 53 98 155 16 56 125 53 99 108
26 Constitution (EB) Avenue NW & Pennsylvania Avenue NW
EB (Pennsylvania Ave) L 257 27 37 78 154 229 #285 27 37 91 158 234 #293
EB (Pennsylvania Ave) T 257 74 110 95 125 172 112 74 110 105 125 170 95
WB (Pennsylvania Ave) T 335 4 7 17 12 18 87 4 7 29 12 18 51
SB (Constitution Ave) R 219 314 393 #298 234 294 #293 319 398 #254 236 297 #255
27 14th Street NW & Constitution Avenue NW
EB (Constitution Ave) T 110 210 249 #143 245 288 #177 211 251 #178 251 294 #192
EB (Constitution Ave) TR 439 210 249 437 245 288 #480 211 251 #546 251 294 #553
WB (Constitution Ave) TR 1,005 188 m211 204 333 m365 183 191 m214 245 336 m369 174
NB (14th Street) TR 553 296 341 409 180 214 362 296 341 #555 180 214 318
SB (14th Street) TR 1,131 39 49 97 ~737 #833 938 39 49 90 ~737 #833 901
Turning
Bay/Link
Length
(feet)
Group
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-100 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 5-41: Comparison of No-action Alternative and RFDS 2 Queuing (continued)
SynchroSim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
TrafficSynchro
Sim-
Traffic
28 12th Street NW & Constitution Avenue NW
EB (Constitution Ave) L 1,005 90 m#223 #1011 61 m86 481 97 m#240 #1017 75 m#151 353
EB (Constitution Ave) TR 1,005 33 39 #1051 265 321 #1155 33 38 #1336 266 322 #1165
WB (Constitution Ave) LTR 494 127 146 175 70 95 142 130 150 261 73 98 153
NB (12th Street) LTR 534 ~548 #646 #634 ~336 #423 #643 ~547 #646 #608 ~352 #439 #628
SB (12th Street) LT 922 20 46 120 30 67 218 20 46 219 30 67 244
SB (12th Street) R 922 16 56 53 0 41 78 16 56 53 0 41 71
29 10th Street NW & Constitution Avenue NW
EB (Constitution Ave) LT 494 125 m135 #515 89 m83 #602 124 m134 #510 90 m83 #606
WB (Constitution Ave) TR 457 63 79 290 238 273 230 63 79 177 238 273 256
SB (10th Street) L 695 41 62 157 36 m55 175 42 63 113 36 m50 69
SB (10th Street) R 695 47 60 89 18 m35 73 53 67 92 17 m32 96
30 9th Street NW & Constitution Avenue NW
EB (Constitution Ave) LTR 457 206 246 202 ~252 #325 #545 206 246 192 ~252 #186 #519
WB (Constitution Ave) LTR 480 47 53 127 31 39 133 47 53 84 31 39 140
SB (9th Street) LT 502 162 204 220 371 m#488 193 167 209 213 373 m#489 178
SB (9th Street) R 502 13 58 87 23 m29 122 13 57 93 22 m28 118
31 7th Street NW & Constitution Avenue NW
EB (Constitution Ave) TR 480 191 212 206 96 m89 474 191 212 214 96 m89 471
WB (Constitution Ave) LTR 473 161 197 203 106 149 433 161 197 222 106 149 409
NB (7th Street) L 125 80 131 #157 33 63 109 80 131 #156 33 63 #140
NB (7th Street) TR 495 135 172 221 132 180 421 135 172 224 132 180 333
SB (7th Street) TR 290 7 34 75 70 100 142 7 34 87 71 100 150
32 6th Street NW & Constitution Avenue NW
EB (Constitution Ave) L 473 148 #329 243 169 m238 134 148 #329 310 169 m238 140
EB (Constitution Ave) LT 473 135 181 207 11 26 119 135 181 224 11 26 122
WB (Constitution Ave) TR 232 198 242 #249 79 72 #301 198 242 #253 79 72 207
SB (6th Street) L 72 17 m34 57 16 m16 24 17 m34 30 16 m16 23
SB (6th Street) R 72 0 0 30 0 m1 #100 0 0 16 0 m1 55
LTR = left / through / right lanes
Red cells denote approaches and lane groups whose queuing length exceeds capacity.
AWSC = All-Way STOP-Controlled intersection
Turning
Bay/Link
Length
(feet)
Group
Notes:
m Volume for 95th percentile queue is metered by upstream signal. Due to upstream metering, the 95th percentile queue may be less than the 50th percentile queue.
# 95th percentile volume exceeds capacity, queue may be longer.
~ 50th percentile volume exceeds capacity, queue is theoretically infinite.
PM Peak Hour
50th
Percentile
(feet)
# IntersectionLane
Group 95th Percentile
(feet) 50th
Percentile
(feet)
95th Percentile
(feet)
No-Action Alternative RFDS 2
95th Percentile
(feet)
95th Percentile
(feet) 50th
Percentile
(feet)
50th
Percentile
(feet)
AM Peak Hour PM Peak Hour AM Peak Hour
FBI Headquarters Consolidation U.S. General Services Administration 5-101 Transportation Impact Assessment J. Edgar Hoover Parcel
5.2.7.5 Overall Traffic Impact Assessment
Overall, the AM peak hour would experience isolated added delays at three intersections (7th and D Street NW,
7th Street and Pennsylvania Avenue NW, and 12th Street and Constitution Avenue NW). During the PM peak
hour, two intersections would have added delays (7th Street and Pennsylvania Avenue NW and 10th Street and
Pennsylvania Avenue NW), Together, this results in indirect, long-term, adverse impacts to traffic under RFDS 2.
Additionally, redevelopment of the parcel would cause short-term delays to local traffic from large amounts of
construction truck traffic and the possible need to stage construction equipment or materials in the roadway at
certain times of the day. There would also be additional short-term truck traffic impacts as a result of the
demolition of the existing JEH building requiring dump trucks to haul the debris away on a continual basis until the
parcel is clear of existing building materials. Therefore, construction under RFDS 2 would likely have indirect,
short-term, adverse impacts to the local traffic network.
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FBI Headquarters Consolidation U.S. General Services Administration 6-1 Transportation Impact Assessment J. Edgar Hoover Parcel
6.0 Mitigation Measures To reduce impacts on the transportation system caused as a result of developing RFDS 1 and RFDS 2, mitigation
measures are recommended in this section for each mode of transportation analyzed. Also included are a sample
of TDM measures to encourage non-SOV travel. Overall, the two scenarios require minimal mitigation to reduce
indirect impacts.
6.1 Pedestrian Network
No mitigation is proposed for the pedestrian network for either scenario.
Therefore, the pedestrian impacts of RFDS 1 and RFDS 2 with Mitigation Condition would be the same impacts
as those of RFDS 1 and RFDS 2, respectively.
RFDS 1 with Mitigation Condition would have no measurable indirect impacts on the pedestrian
environment and no indirect construction impacts unless sidewalk and public space improvements were
required by DDOT.
RFDS 2 with Mitigation Condition would have indirect minor long-term beneficial impacts to the pedestrian
network. Construction would cause indirect minor short-term adverse impacts to pedestrian circulation.
6.2 Bicycles
No mitigation is proposed for bicycles for either scenario.
Therefore, the bicycle impacts of RFDS 1 and RFDS 2 with Mitigation Condition would be the same impact as
RFDS 1 and RFDS 2, respectively. Both RFDS 1 and RFDS 2 with Mitigation Conditions would have no
measurable indirect impacts to bicycle facilities or the bicycle network.
6.3 Public Transit
6.3.1 Metrorail Capacity Analysis
No mitigation is recommended at any Metrorail station for either scenario, because there were no additional
capacity issues identified as compared to No-action Alternative.
6.3.2 Metrorail Emergency Evacuation Analysis
No mitigation is recommended at any Metrorail station to improve emergency evacuation, because WMATA is not
required by law to meet NFPA 130 standards. Further, the additional RFDS 1 or RFDS 2 forecasted transit trips
do not substantially increase platform evacuation times or point of safety evacuation times over the No-action
Alternative.
6.3.3 Bus Capacity Analysis
Overall, RFDS 1 forecasted bus volumes are projected to be approximately 5,400 passengers during the AM
peak period, and approximately 5,100 passengers during the PM peak period; both of these totals are well below
projected capacity. For RFDS 2, overall bus volumes are forecasted to exceed 5,300 passengers during the AM
peak period, and 5,000 passengers during the PM peak period; both of these totals are also well below the
forecasted capacity. Note that for RFDS 2, the AM peak period volumes would be lower than the No-action
Alternative volumes, since the current JEH parcel generates more AM peak hour trips than forecasted for RFDS
FBI Headquarters Consolidation U.S. General Services Administration 6-2 Transportation Impact Assessment J. Edgar Hoover Parcel
2. Furthermore, all of the bus routes that are over capacity in either scenario are also over capacity in the No-
action Alternative.
Therefore, no mitigation is recommended for the overall bus system either scenario.
6.3.4 Level of Impact
Because no mitigation is recommended for either scenario, the public transit impacts of RFDS 1 and RFDS 2 with
Mitigation Conditions would be the same impacts as those of RFDS 1 and RFDS 2, respectively. Therefore, both
the scenarios would result in continued major impacts, as discussed under the No-action Alternative. There would
be an incremental increase in the magnitude of adverse impacts to public transit based on the increase in public
transit trips. Compared to the No-action Alternative, there would have no measurable indirect impacts on the
public transit network but would cause indirect, short-term, adverse construction impacts to public transit.
6.3.5 Overall Public Transit Recommendations
Although the analysis revealed that no public transit mitigation was expressly required for RFDS 1 or RFDS 2,
recommendations in table 6-1 are provided to address the proposed transit impacts of the No-action Alternative.
Table 6-1 contains the public transit recommendations.
Table 6-1: JEH Action Alternative Public Transit Recommendations
Impact Recommendation (not mitigation)
Metrobus Route 11Y will be over capacity during peak hours. The other over-capacity bus lines have recently been studied and recommended improvements are yet to be completed (see Appendix B7).
WMATA should perform a study of Metrobus Route 11Y and develop recommendations to improve
capacity.
Fare vending machines at Archives-Navy Memorial, the east and west entrances to Gallery Place-Chinatown, and the east and south entrances to Metro Center will be over capacity during peak 15-minute periods.
WMATA should perform a study at these stations to address this issue.
The Red line platforms at Gallery Place-Chinatown and Metro Center will operate at a pedestrian level of service D, while the lower platforms will operate at pedestrian level of service C.
WMATA should finalize the Gallery Place-Chinatown Capacity Improvement Study and
perform a similar study at Metro Center to recommend improvements to station platform
capacity.
6.4 Parking
No mitigation is proposed for the parking network for either scenario.
The impacts of RFDS 1 and RFDS 2 with Mitigation Condition would be the same parking impacts as those of the
RFDS 1 and RFDS 2, respectively. Therefore, both RFDS 1 and RFDS 2 with Mitigation Conditions would have
indirect, long-term, beneficial impacts to parking due to a minor increase in the on-street parking supply
surrounding the JEH parcel. RFDS 1 with Mitigation Condition would have no measurable indirect construction
impacts to parking based on construction activities contained to the parcel and closest travel lane along adjacent
streets surrounding the JEH parcel. RFDS 2 with Mitigation Condition would have indirect, short-term, adverse
impacts to parking based on the construction activities requiring intermittent road closures during demolition and
construction.
FBI Headquarters Consolidation U.S. General Services Administration 6-3 Transportation Impact Assessment J. Edgar Hoover Parcel
6.5 Truck Access
Prior to construction, it is recommended that the exchange partner create a truck access management plan in
coordination with DDOT to ensure minimal impacts from trucks accessing the parcel under ether scenario. For the
RFDS 2, it is recommended the exchange partner also create a truck access management plan for post
construction normal operation of the development in coordination with DDOT to ensure minimal impacts from
trucks accessing the parcel.
Compared to RFDS 1, there would be no changes in overall indirect impacts to truck access to the parcel;
therefore, there would continue to be no measurable indirect impacts. With the proposed mitigation, compared to
the RFDS 1, the construction impacts to truck access would change from indirect, short-term, impacts to no
measurable indirect impacts under RFDS 1 with Mitigation Condition.
Compared to RFDS 2, the overall impacts to truck access would change from indirect, long-term, adverse impacts
to no measurable indirect impacts under RFDS 2 with Mitigation Condition. With the proposed mitigation,
compared to RFDS 2, the construction impacts from truck access would change from indirect, short-term, adverse
impacts to no measurable indirect impacts under RFDS 2 with Mitigation Condition.
6.6 Traffic Analysis
Under the RFDS 1, the 12th Street and Constitution Avenue NW intersection would experience a degradation of
the LOS from LOS D to LOS E during the AM peak hour. Four other intersections (8th Street and E Street NW,
7th and D Street NW, and 12th and Pennsylvania Avenue NW during the AM peak hour and 10th and
Pennsylvania Avenue NW during the PM peak hour) would experience a lane group LOS degradation from a
passing LOS to a failing LOS. There would also be two intersections (7th Street and Pennsylvania Avenue NW
and 10th Street and Pennsylvania Avenue NW) where the difference in the 95th percentile queue lengths would
exceed 150 feet during the PM peak hour.
Under the RFDS 2, there would be no intersections that would experience an overall LOS degradation. Four other
intersections (7th and D Street NW, 12th and Pennsylvania Avenue NW, and 12th and Constitution Avenue NW
during the AM peak hour, and 10th and Pennsylvania Avenue NW during the PM peak hour) would experience a
lane group LOS degradation from a passing LOS to a failing LOS. There would be no intersections where the
difference in the 95th percentile queue lengths would exceed 150 feet.
DDOT has an ongoing citywide traffic signal optimization initiative covering the study area intersections. Based on
tests using Synchro™, optimizing and or changing the traffic signals to actuated (timing adjusts to the volume
demand) at each of the intersections mentioned above would improve the operations to LOS D or better and
reduce queues to within 150 feet of the No-action Alternative. This traffic signal optimization initiative should
therefore sufficiently address the traffic impacts caused by either scenario. However, given that the traffic signal
optimization may be complete before 2025, it is recommended that further signal optimization be initiated if there
are substantial traffic delays after construction.
6.6.1 RFDS 1 with Mitigation Condition Traffic Impacts
When compared with RFDS 1, the traffic signal optimization improvements that are currently underway and would
result in changing the traffic impacts from indirect, long-term, adverse impacts to indirect, long-term, beneficial
impacts under RDFS 1 with Mitigation Condition. There would be no change in the construction impacts
compared to RFDS 1 because construction would still cause indirect, short-term, adverse impacts that would not
be mitigated by the traffic signal optimization.
FBI Headquarters Consolidation U.S. General Services Administration 6-4 Transportation Impact Assessment J. Edgar Hoover Parcel
6.6.2 RFDS 2 with Mitigation Traffic Impacts
When compared with RFDS 2, the traffic signal optimization improvements that are currently underway and would
result in changing the traffic impacts from indirect, long-term, adverse impacts to indirect, long-term beneficial
impacts under RFDS 2 with Mitigation. There would be no change in the construction impacts compared to the
RFDS 2 because construction would still cause indirect, short-term, adverse impacts that would not be mitigated
by the traffic signal optimization.
6.6.3 Overall Traffic Recommendations
Although the analysis revealed that no public transit mitigation was expressly required for the RFDS 1 or RFDS 2,
recommendations in table 6-2 are provided to address the proposed transit impacts of the No-action Alternative.
Table 6-2 contains the public transit recommendations
Table 6-2: JEH Action Alternative Traffic Recommendations
Impact Recommendation (not mitigation)
Under RFDS 1 one intersection (12th Street and Constitution Avenue NW) would operate above capacity (LOS E) overall, four intersections would have lane groups that would operate above capacity, and two intersections would have failing queue lengths
DDOT should implement the ongoing traffic signal optimization initiative covering the JEH parcel
study area.
Under RDFS 2 four intersections would have lane groups that would operate above capacity
DDOT should implement the ongoing traffic signal optimization initiative covering the JEH parcel
study area.
6.7 Summary and Conclusions
The following summarizes the conclusions of the transportation evaluation:
A total of 959 AM peak hour and 964 PM peak hour person trips under RDFS 1 and 876 AM peak hour and 1,777
PM peak hour person trips under RFDS 2 are projected to be added to all modes of transportation. Total Metrorail
transit trips results in 525 AM peak hour and 537 PM peak hour trips under RFDS 1 and 308 AM peak hour and
694 PM peak hour trips under RFDS 2. Total vehicle trips results in 241 AM peak hour and 239 PM peak hour
trips under RFDS 1 and 150 AM peak hour and 233 PM peak hour trips under RFDS 2 are projected to be transit
trips. Most retail trips occur during the PM peak hour; thereby, reflecting the large increase between AM and PM
peak hour trips under RFDS 2.
The pedestrian network would remain the same as the Existing Condition and would be reconstructed following
JEH parcel construction. The pedestrian network would allow for the same connections as the existing network
along Pennsylvania Avenue NW, E Street NW, and 9th and 10th Streets NW. It would be assumed that all
sidewalk curb ramps located adjacent to the parcel would be brought up to ADA compliance during reconstruction
if required by DDOT.
The bicycle network would not be affected under either RFDS, but would continue to serve bicycle trips serving
the JEH parcel. It is assumed that an equal or greater number of bicyclists would access the parcel than present
based on an equal or greater number forecasted in planning documents. Bicyclists would continue to use the
existing bicycle facilities that surround the JEH parcel on all sides. Access to the Capital Bikeshare network would
continue to encourage the use of bicycles as a daily commute option, especially with a station located within a
tenth of a mile.
FBI Headquarters Consolidation U.S. General Services Administration 6-5 Transportation Impact Assessment J. Edgar Hoover Parcel
After accounting for background growth and planned developments, the transit network (Metrorail and Metrobus)
would not be noticeably affected under either RFDS. While the background growth along the bus and rail network
would cause facilities to operate at capacity, many of these facilities would operate at capacity without either
RFDS (under No-action Alternative). These over-capacity elements include the Metrorail fare vending machines
at Archives-Navy Memorial, Gallery Place-Chinatown, and Metro Center Metro Stations. It also includes Metrobus
Routes 11Y, 32, 36, 80, and G8. It is assumed that WMATA would implement recommendations from bus route
studies and follow their long-term plan to address growth-related capacity issues for both bus and Metrorail
operations.
Parking availability would not be affected under RFDS 1. For RFDS 2, parking availability would be improved
along E, 9th, and 10th Streets NW surrounding the JEH parcel because it is assumed the new occupants would
not require security setbacks. This new lane space would allow DDOT to create new on-street parking spaces. In
addition, under RFDS 2 a new off-street parking facility would be constructed that could be larger than the existing
facility and could offer more off-street public parking than the present conditions.
Truck access from 10th Street NW would need to be maintained for RFDS 1, but the site could require additional
access points from E or 9th Streets NW to allow enough access to meet the demand. RFDS 2 truck access
locations would be dependent on the design and future discussions with DDOT, but there would be a need for
more truck access locations than RFDS 1 given RFDS 2’s mixed-use development scenario. The exchange
partner would have to work with DDOT to establish the best access points to handle the projected truck delivery
demands.
All intersections currently operate at an acceptable level of service under the Existing Condition. Once the
background growth and planned developments are added, one intersection would degrade from a passing LOS to
a failing LOS (6th Street and Pennsylvania Avenue NW) under the No-Action Alternative. There were no planned
roadway improvements within the JEH study area to compensate for the added vehicle trips.
The traffic operation under the RDFS 1 would result in overall level of service degradation at intersections from a
passing LOS to a failing LOS at one intersection (12th Street and Independence Avenue NW) during the AM peak
hour. Under both RFDS 1 and RFDS 2, four other intersections would experience a LOS degradation from a
passing LOS to a failing LOS for specific movements through the intersection (left, through, or right). The DDOT
traffic signal optimization initiative should sufficiently address the traffic impacts caused by either scenario.
6.8 Transportation Demand Management
“Transportation Demand Management is a set of strategies, programs, services, and physical elements that
influence travel behavior by mode, frequency, time, route, or trip length in order to help achieve highly efficient
and sustainable use of transportation facilities” (DDOT 2010, p.5). Although the District has a desire to encourage
a sustainable use of its transportation facilities, the District’s redevelopment permit process does not have a
systematic and coordinated process within DDOT and across District agencies for implementing TDM. Rather,
TDM is handled on a project-by-project basis, and TDM measures are mainly developed in coordination with
development applications of projects that are “large, complex, and precedent-setting in their potential to change
the character of the area.” More specifically, TDM measures are typically developed in the process of approving
Planned Unit Development (PUD) and special/variance development applications.
The introduction of TDM measures in either the RFDS 1 or RFDS 2 would serve to ensure the transportation
mode splits assumed in this study were achieved as well as serve to mitigate travel mode, frequency, time, route,
and/or trip length associated with future trips to the redeveloped JEH parcel.
FBI Headquarters Consolidation U.S. General Services Administration 6-6 Transportation Impact Assessment J. Edgar Hoover Parcel
6.8.1 RFDS 1 – Transportation Demand Management
RFDS 1 would be a Matter of Right development application, if an application was required by the District Office
of Planning, because it meets the use and form of the Zoning Regulations. Matter of Right projects are not
anticipated to substantially affect the District’s transportation system, therefore the District does not usually
require TDM measures from these projects‒except for the zoning requirements related to bicycle parking.
Therefore it is believed that this scenario, a scenario in which there would be no use changes or form changes to
the building, would not be required to develop TDM measures to encourage its users to use alternate forms of
transportation besides SOVs. However, in the case that RFDS 1 would be required to develop TDM measures,
the RFDS 2 TDM section would apply to the RFDS 1. Furthermore, if TDM measures were implemented for this
scenario, they would cause indirect minor long-term beneficial impacts to the overall transportation network
around the JEH parcel. The duration of the impacts would be dependent on the TDM measures implemented.
6.8.2 RFDS 2 – Transportation Demand Management
Given the design complexity of the RFDS 2 and the likelihood that the scenario would be developed as a PUD to
allow the exchange partner greater flexibility in site planning and building design, it is assumed DDOT would work
with the exchange partner to create tailored TDM measures. Due to the anticipated impacts and added trips under
this scenario, a moderate to full range of TDM measures would likely be required from any exchange partner of
the JEH parcel. The TDM measures include required and potential substitute measures, as noted in table 6-3.
Implementation of the TDM measures would cause indirect long-term minor to moderate beneficial impacts to the
overall transportation network surrounding the JEH parcel. This scenario’s TDM measures would cause a greater
intensity or extent of impacts because more TDM measures would be required for a full site redevelopment than
for a building rehabilitation. The duration of the impacts would be dependent on the TDM measures implemented.
FBI Headquarters Consolidation U.S. General Services Administration 6-7 Transportation Impact Assessment J. Edgar Hoover Parcel
Table 6-3: Example TDM Measures Extracted from TDM Guidelines for the District of Columbia
TDM Option Measure
During construction, maintain or coordinate relocation of any existing bus stops at the exchange partner’s expense. E
Comply with zoning requirements to provide bicycle parking/storage facilities. E
Require all parking costs be unbundled from the cost of lease or purchase. Parking costs must be set at no less than the charges of the lowest fee garage, located within 0.25 mile.
E
Post all TDM commitments on-line, publicize availability, and allow the public to see what commitments have been promised. E
Identify a project’s TDM Leader (for planning, construction, and operations). Provide DDOT/zoning enforcement with annual TDM Leader contact updates.
E
Install a Transportation Information Center Display (kiosk) containing printed materials related to local transportation alternatives and maintain a stock of materials at all times.
e
Provide website links to CommuterConnections.com and goDCgo.com on developer and property management websites. e
At no cost, dedicate spaces in the garage for car sharing services to use with right of first refusal. Locate spaces that are convenient to the garage entrance, available to the members of the car sharing service, 24 hours a day, 7 days a week, without restrictions (the garage may be gated—members of the service would have access to the spaces via a key pad combination to a pass code system, or other similar device). Count the car sharing spaces towards the project’s parking requirements.
e (2 spaces required)
Provide reserved spaces for carpools and vanpools that are conveniently located with respect to the elevators serving the buildings. Oversee a program to provide carpools and vanpools with a parking subsidy.
e
Provide secured bicycle parking/storage facilities (lockers, bicycle valet parking, etc.). e
Contribute funding to available, non-exclusive Shuttle Service to Metro or DC Circulator (based on total number of trips generated). Only applies to developments not considered Transit Oriented Developments by DDOT.
e*
Provide an on-site business center to residents with access to copier, fax, and internet services. e
Provide location for Bikeshare Program station/kiosk. e
Provide ongoing funding for on-site Bikeshare Program. e
Provide each new resident with 1-year subscription to DC Bikesharing Program. e
Provide residents with $75 mail-in refund on bicycle purchases. e
Provide SmarTrip cards plus $100.00 Metro fare media per person, for free, one time, per employee, to each of the tenants’ employees and each on-site employee of the property management company and/or building operator.
e (30 year commitment)
Provide SmarTrip cards plus $100.00 Metro fare media per person, for free, one time, per resident. e (30 year
commitment)
Provide a one-time membership fee subsidy in a car sharing program for each residential unit. e
Locate and furnish an on-site Transit Store free of charge. e
Make a 30-year commitment to operate an on-site Transit Store. e
Operate a shuttle service to Metro (or other appropriate destinations) specific to the site/development. e*
Install and maintain new bus stop infrastructure. e
Construct new Metro stations connection (entrance, escalator, fare array). e*
* Shuttles and direct access to Metro stations are site specific. DDOT expectations for these measures would depend on the practicality of adopting them at a specific location.
Guide: E – Expected TDM Measure e – Expected TDM Measure (Option to Substitute) S – Potential Substitute/Optional Measure
Note to Users: Use the above guide to identify the category that best describes the development proposal, the minimal TDM measures expected are indicated in column below along with others that may be used as substitutes and/or above and beyond the minimum requirements. These expected measures were developed by reviewing TDM programs in other locations both in the greater Washington, D.C., region and nationally. DDOT encourages the adoption of measures above the minimum expected and reserves the right to require additional measures beyond these minimal expectations as warranted.
Source: DDOT (2010
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FBI Headquarters Consolidation U.S. General Services Administration 7-1 Transportation Impact Assessment J. Edgar Hoover Parcel
7.0 References Capital Bikeshare
2014a April 2014 Monthly Report. Received August 14, 2014.
2014b Station XML Feed. Available online at: http://www.capitalbikeshare.com/data/stations/bikeStations.xml,
accessed August 14, 2014.
CityCenterDC
2014 Parking/Access. Available online at:
http://citycenterdc.com/sites/default/files/CityCenterDC_Parking_0.pdf, accessed March 27, 2015.
Cultural Tourism DC
2009 Cultural Tourism DC. Available online at:
https://www.culturaltourismdc.org/portal/c/document_library/get_file?uuid=c0f25a0f-cefa-48a3-969d-
782904380b40&groupId=701982, accessed January 26, 2015.
DCStreetcar
2014 DC Streetcar. “North-South Corridor Planning Study.” Available online at: http://www.dcstreetcar.com/wp-
content/uploads/2014/06/B7-Four-Alternatives.pdf, accessed on January 29, 2015.
District of Columbia
2014 District of Columbia Geographic Information System data. Available online at:
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FBI Headquarters Consolidation U.S. General Services Administration 7-3 Transportation Impact Assessment J. Edgar Hoover Parcel
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FBI Headquarters Consolidation U.S. General Services Administration 7-4 Transportation Impact Assessment J. Edgar Hoover Parcel
Gorove Slade (GS)
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Site Visits
1. Site visits by Louis Berger on July 16 and 17, 2014.
2. Site visits by FourSquare in November 2014.
3. Site visits by FourSquare in January 2015.
4. Site visit by FourSquare on February 12, 2015.
FBI Headquarters Consolidation U.S. General Services Administration 7-8 Transportation Impact Assessment J. Edgar Hoover Parcel
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FBI Headquarters Consolidation U.S. General Services Administration 8-1 Transportation Impact Assessment J. Edgar Hoover Parcel
8.0 Acronyms and Abbreviations
A
AADT Annual average daily traffic
ADA Americans with Disabilities Act
ADT Average daily traffic
C
CEQ Council on Environmental Quality
CFR Code of Federal Regulations
D
DCOP District of Columbia Office of Planning
DDOT District Department of Transportation
E
EIS Environmental Impact Statement
F
FBI Federal Bureau of Investigation
FHWA Federal Highway Administration
G
GIS Geographic Information Systems
GSA General Services Administration
GSF Gross Square Feet
H
HCM Highway Capacity Manual
HOV High Occupancy Vehicle
HQ Headquarters
I
ISC Interagency Security Committee
FBI Headquarters Consolidation U.S. General Services Administration 8-2 Transportation Impact Assessment J. Edgar Hoover Parcel
J
JEH J. Edgar Hoover
L
LCT Loudoun County Transit
LOS Level of Service
M
MEV million entering vehicles
mph miles per hour
MTA Maryland Transit Administration
MWCOG Metropolitan Washington Council of Governments
N
NCPC National Capital Planning Commission
NCR National Capital Region
NEPA National Environmental Policy Act
NFPA National Fire Protection Association
O
OPO Old Post Office
P
PADC Pennsylvania Avenue Development Corporation
PHF peak hour factor
PRTC Potomac and Rappahannock Transportation Commission\
PUD Planned Unit Development
R
RFDS Reasonably Foreseeable Development Scenario
S
SF Square Foot
FBI Headquarters Consolidation U.S. General Services Administration 8-3 Transportation Impact Assessment J. Edgar Hoover Parcel
T
TIA Transportation Impact Assessment
TWSC Two-way STOP-Controlled
U
U.S. United States
USDOJ U.S. Department of Justice
V
v/c volume-to-capacity ratio
VHT Vehicle hours of travel
W
WMATA Washington Metropolitan Area Transit Authority